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Presented  Td 

BAKCfiaFTUBItMa^ 


OCT  1-mt 

BY 
AMY   REgUA   LONG 


Transportation 


OF 


Troops  and  Materiel 


MAJOR  CHAUNCEY  B.  BAKER, 
Quartermaster's  Department,  United  States  Army. 


FRANKLIN  HUDSON  PUBLISHING  CO.. 

KANSAS  CITY,  MO.,  U.  S.  A. 

1905. 


Copyright,  1905,  by 

Franklin  Hudson  Publishing  Co. 

Kansas  City,  Mo. 


GONTRNTS. 


Page. 

Prei'ace 5 

Introcluctory V 

Troops,  Depots,  and  Supplies 9 

Base  and  Lines  of  Communication 15 

Kiver  Transport 17 

Harbor  Service  Boats 19 

Tngs.  Lighters,  Barges,  Cascoes,  etc 20 

Wharves,  Landing  and  Loading  Facilities 22 

Transport    of    Troops    and    Tm]-)edim(-nta    on    Ocean-going 

Vessels 24 

The  Army  Transport  Service 25 

]\rovements  b}'  Sea 27 

Transportation  of  Animals -  41 

Handling  and  Carriage  of  Freight 46 

Evolution  of  the  Transport  Service 50 

Au.xiliarv  Transports 57 

Preliminary  Knowledge 61 

Convoys 62 

Comments 63 

History  of  ^lilitary  Use  of  Railways 67 

Organization  and  Oj^eration  of  Bailroads 71 

Forwarding  and  Terminal  Stations 77 

Railway  Equi])ment 79 

Providing  for  the  Movement 82 

Details  of  Arranging  for  l\Tovemeiit 85 

Loading  tlie  Impedimenta 88 

3 


394820 


4  CONTENTS. 

Page. 

Entraining , 9i 

Conduct  on  Board 96 

Detraining 98 

Entraining  and  Dispatch  of  Ijargi;  Bodies 103 

Memoranda  for  Operating  Department,  Union  Pacific  Kail- 
road  Company 110 

Construction  and  Kepair  of  Eailroatls 118 

Comments 122 

Logistics 125 

The  Final  Gap 130 

Eoads,  Bridges,  and  Trails 131 

Means  of  Transport— Animals 133 

Means  of  Transport — Materiel 137 

Organization  and  Field  Transport 142 

Organization  of  the  Train 148 

Operation  of  Trains 149 

Variation    from   the    Xormal    Organization    under    Special 

Circumstances 153 

General  Field  Transportation  Order 154 

Relation  Between  Impedimenta  and  Transport 168 

Method    of    Utilizing    Transport    When    Living    on    the 
Country 173 


PEEFACE. 

The  object  of  these  pages  is  to  bring  together  in  compact  form 
•the  elements  of  military  transportation,  and  to  briefly  consider 
the  means  of  providing,  organizing,  and  operating  the  same  un- 
der varying  conditions. 

The  endeavor  has  been  to  give  a  general  view  of  this  im- 
portant subject,  in  a  logical  and  consecutive  manner,  and  it  is 
hoped  that  the  work  v,i\\  be  found  a  means  of  ready  reference, 
and  of  practical  value  to  those  entering  upon  the  military  profes- 
sion, and  in  the  hands  of  the  oflicers  of  the  Militia  and  Volunteers. 

jSTo  attempt  has  been  made  to  elucidate  the  purely  technical 
features  of  transportation  problems  with  the  execution  of  which 
the  Quarterm.aster's  Department  is  charged:  but  rather,  while 
outlining  the  duties  of  the  staff  oflicer  under  the  conditions  cited, 
to  also  indicate  to  the  line  oflficer  the  scope  of  the  problem,  and 
his  own  responsibility  in  connection  with  its  solution. 

Conditions  are  taken  as  they  are  found,  with  the  idea  in 
each  case  of  utilizing  to  the  best  advantage  the  means  at  hand. 
It  is  fully  realized  that  in  many  instances  conditions  could  be 
improved  by -legislation,  but  consideration  of  that  phase  of  the 
subject  has  not  been  contemplated. 

Various  regulations,  manuals,  and  official  reports  have  been 
drawn  on  in  the  compilation  of  this  work. 

It  is  the  desire  of  the  writer  to  make  especial  acknowledgment 
to  General  C.  F.  Jlumphrey,  Quartoriiia>tor-(Teneral.  V.  S.  A., 


6  PREFACE. 

« 

and  to  the  Dopartriient  of  which  he  is  the  iiead,  for  the  oppor- 
tunities afforded,  and  without  which  the  preparation  of  this 
volume  would  not  have  heen  practicable. 

Chaunccy  B.  Baker, 
Major  and  Quartermaster,  U.  S.  A. 
Washington,  D.  C,  1905. 


Transportation  of  Troops  and  Materiel 
by  Water. 


I. 

INTKODTJCTOEY. 

The  maintenance  of  an  army  in  the  field  in  a  thorough  state 
of  efBciencY  is  in  degree  of  importance  little  short  of  winning 
victories.  Tn  fact,  the  winning  of  victories,  whilst  immediately 
the  result  of  discipline,  tactics,  and  correct  combinations,  is  vastly 
influenced  by  the  state  of  the  efficiency  of  the  army,  which  in 
turn  depends  for  its  efficiency  largely  upon  the  state  of  supplies 
and  equipment,  its  recruitment  and  the  disposition  of  the  sick, 
and  the  facilities  that  provide  for  its  mol)ility.  These  are  the 
subjects  that  will  be  entered  into  in  these  pages. 

If  it  sliould  appear  that  details  have  been  too  largelv  en- 
tered into,  let  it  be  borne  in  mind  that  it  is  often  much  easier 
to  illustrate  by  concrete  examples  than  to  promulgate  geueral 
principles;  and  that  it  is  much  easier  to  follow  a  parallel  case 
than  to  develop  an  original  line  of  action  from  abstract  principles. 

It  is  believed  that  the  commander  who  stands  first  to  win 
is  the  one  who  has  tiie  capacity  for  seeing  farthest  into  the  future, 
and   who   possesses   the   means    of   providing   most    completely 

7 


8  TRANSPORTATlOxV     OF     TltOOPS     AND     MATERIEL 

against  the  unexpected  in  the  little  things  that  cause  delay  and 
uncertainty.  Viewing  conditions  along  these  lines,  it  is  believed 
that  the  reader  will  bear  patiently  while  going  over  what  may  seem 
some  very  trivial  matters.  The  importance  of  making  full  pro- 
vision for  the  transportation  service  in  all  its  branches  before  tak- 
ing the  field  has  been  too  fully  exemplified  within  recent  years  to 
need  further  emphasis  at  this  time.  After  a  long  period  of  peace, 
■details  along  all  lines  grow  dim  if  they  are  not  constantly  in  use 
or  kept  always  in  mind  in  peace-training.  When  it  is  remembered 
how  very  sudden  is  the  transition  from  peace  to  war,  it  cannot 
•fail  to  be  impressed  upon  you  that  the  necessity  of  working  over 
even  the  minor,  and  what  may  seem  non-essential  details,  is  very 
great. 


II.  . 

TROOPS,  DEPOTS,  AXD  SUPPLIES. 

Troops. — At  the  beginning  of  hostilities  between  this  nation 
and  any  other,  the  Army  will  be  found,  as  at  the  outset  of  the 
Spanish  War,  to  consist  of  many  small  bodies  of  troops  compris- 
ing from  one  to  twenty-five  companies  at  each  location,  scat- 
tered at  various  small  posts  throughout  the  country.  There  will 
be  also  this  new  feature,  that  a  considerable  portion  of  the  forces 
will  be  in  service  at  distant  points  beyond  the  sea,  in  our  insular 
dependencies. 

These  organizations  will  probably  be  on  a  basis  of  from 
50  to  60  per  centum  of  war-footing,  rendering  necessary  the  sup- 
ply of  recruits  to  bring  them  up  to  authorized  strength,  possibly 
after  the  declaration  of  hostilities,  as  was  the  case  in  1898. 

The  Regular  Army  thus  increased  will  be  supplemented  by 
enlisting  volunteers,  or  by  calling  out  the  Militia,  and  all  these 
troops  must  be  gathered  from  every  quarter,  and  placed  in  con- 
veniently situated  camps  of  concentration,  for  equipment,  instruc- 
tion, and  discipline,  before  it  will  be  possible  to  use  them  in  tlie 
field. 

From  the  concentration  camps  transportation  must  be  fur- 
nished to  the  vicinity  of  active  service,  and  further  provision 
must  then  be  made  for  bringing  up  recruits  and  reinforcements, 
properly  transferring  the  sick  and  wounded,  and  for  maintain- 


10  TRAXSPORTATIOX     OF     TKOOPS     AND     MATKRIEL 

ing  the  ceaseless  movement,  back  and  forth,  of  the  tide  of  human 
life  that  puta  the  healthy  and  vigorous  to  the  front  and  with- 
draws the  wasted  and  worn  to  the  rear. 

The  polic}'  pursued  in  providing  troops  for  the  national 
defense  is  one  that  does  not  interest  us  here,  but  the  question 
that  does  concern  us  is  the  means  employed  to  bring  together 
and  transport  the  detachments  and  organizations  which  will  finally 
make  up  the  body  of  the  iVrmy. 

Supply. — In  treating  of  the  subjects  of  the  transport  of 
troops  and  materiel  it  is  altogether  impossible  to  separate  it 
entirely  from  the  question  of  supply.  The  two,  together  with 
the  movement  of  armies,  constitute  that  portion  of  the  art  of  war 
known  as  Logistics.  Xo  effort  will  be  made  in  this  paper  to 
treat  particularly,  or  even  generally,  of  the  subject  of  supply, 
i'arther  than  is  necessary  to  show  the  methods  of  collection  and 
distribution,  and  the  principles  upon  which  are  established  gen- 
eral depots,  sub-depots,  and  iield  depots. 

In  the  Uiilitary  service,  stores,  supplies,  and  munitions  of 
war  of  whatever  sort  are,  as  a  rule,  collected  in  large  central 
Bepots,  and  gathered  from  the  surrounding  country,  and  thence 
distributed  to  lesser  depots  for  issue  to  the  troops. 

Be  pets. — fn  an  active  campaign,  central  depots  will  be 
located  in  a  safe  position  in  the  interior  oE  the  home  country. 
Sub-denots  will  be  established,  and  advanced  as  the  line  of  con-' 
tact  is  pushed  forward.  This  will  result  in  time,  perhaps,  in 
the  establishment  of  a  chain  of  depots,  some  of  which  will  be 
abandoned  as  the  Army  proceeds  or  changes  position,  and  others 
will  be  located  in  new  positions,  regulated  by  the  character  of 


BY     WATEU.  11 

*(]ic  line  of  i-(iiiiiiiimit-;il  ion-  ami  llic  pobilioii.-  of  tin'  vnv[)<  or  oiIkt 
unittj  ol'  the  Army. 

If  the  Army  proceeds-  to  ovor-6ea  service,  a  depot  will  ho 
established  at  the  port  of  embarkatiou  and  another  at  the  point 
of  disembarkation.  'J'he  niiig-nitude  of  these  depots  and  the  quan- 
tities and  the  character  of  supplies  handled  will  depend  upon 
the  strength  of  the  Army  and  the  character  of  the  campaign. 

It  is  customary  to  accumulate  in  the  central  depots  large 
quantities  of  scores  and  supplies,  either  manufactured  by  the 
Go^•eI•nment  or  purchased  uncler  contract.  As  rapidly  as  required' 
for  use  at  the  fronts  these  stores  and  su})plies  are  forwarded  to 
the  distributing  depots,  usually  located  at  the  base  of  operations, 
and  thence  on  to  advance  depots,  temporary  depots,  or  ilying 
depots  in  the  immediate  vicinity  of  the  troops;  or  possibly,  directly 
into  the  hands  of  troops;  dw  care  always  being  taken  to  avoid 
accuninlati'jg  a  ^iirphH  of  the  class  of  stores  that  deteriorate  in 
storage,  and  yet  always  maintaining  a  sufficient  quantity  so  that 
no  form  of  disaster  will  leave  the  Army  destitute  of  supplies. 

During  the  recent  war  with  Spain,  the  central  depots  of 
the  various  .-uiiply  departments  of  the  Army  remained  practically 
as  in  times  of  peace — usually  near  great  centers  of  industry, 
where  large  quantities  of  all  kinds  of  supplies  could  be  readily 
procured  to  advantage,  or  where  extensive  manufacturing  plants 
existed  for  })j-oviding  arms,  ammunition,  clothing,  etc.  Imme- 
diately upon  the  deci.-ion  to  encamp  a  large  body  of  troops  in 
any  locality,  a  secondary  depot  was  estahlished  at  that  point  for 
their  supply.  As  troops  were  embarked  from  Port  Tampa  for 
SantiMgo  general  supplies  for  the  corpss  were  loaded  with  them. 


12  TRANSPORTATION     OF     TROOPS     AND     MATERIEL 

On  landing  in  Cuba  a  sea  base  was  immediately  established,  the 
principal  adjuncts  of  which  were  the  depots  of  the  supply  depart- 
ments from  which  necessary  issues  were  made,  and  temporary 
depots  established  and  supplied,  as  the  troops  moved  forward. 
The  same  method  was  pursued  as  to  our  troops  in  China,  as  well 
as  with  the  forces  operating  against  the  insurgents  in  the 
Philippines. 

In  making  the  preliminary  arrangements  for  the  supply  of 
en  army,  it  is  of  the  utmost  importance  that  the  supplies,  stores, 
and  materiel  to  be  furnished  bear  a  correct  relation  to  the  num- 
ber of  troops  and  the  character  of  the  service.  It  is  simply  a 
-double  burden  to  transport  cumbersome  machinery  aaid  appli- 
ances of  doubtful  utility,  and  leave  behind  necessaries  that  could 
well  take  their  place.  It  has  sometimes  happened  that  the  bur- 
den of  uselc.'^fe  equipment  taken  Avith  an  army  has  been  more 
detrimental  to  its  movements  than  the  lack  of  other  essential 
supplies  consequently  left  behind. 

It  is  of  the  first  importance  that  the  commanding  general 
shall  be  able  to  calculate  upon  having  certain  supplies  in  the 
hands  of  his  troops  at  a  given  time,  and  failure  to  accomplish 
this  will  inevitably  result  in  great  hardship,  if  not  in  positive 
disaster,  and  the  usual  result  of  such  failure  is  to  tie  the  forces 
to  the  ground  until  the  supplies  can  be  brought  up. 

In  order  to  accomplish  this  end,  such  methods  should  be 
adopted  as  will  result  in  transmitting  the  supplies  from  the  cen- 
tral or  base  depots,  and  placing  them  in  the  hands  of  the  troops 
with  the  greatest  certainty,  the  least  degree  of  confusion,  and 
with  the  most  directness. 


Bl      WATER.  13 

Hemote  from  the  front,  the  question  of  transportation  and 
supply  is  comparatively  a  biniple  one.  The  nia«,Miitude  of  the 
quantrties  of  supplies  and  the  usually  limited  time  are  the  only 
serious  considerations.  Difficulties,  however,  increase  with  prog- 
ress towards  the  point  of  contact,  and  finally  to  get  the  supplies 
upon  tlie  firing-line,  both  of  ammunition  and  subsistence,  with 
absolute  sureness  and  without  confusion,  is  the  most  difficult  of 
all  the  problems  of  transportation. 

Transport. — To  effect  this  chain  of  eommunication,  from  the 
central  depots  to  the  final  point  of  contact  with  the  enemy,  is 
the  duty  of  the  transportation  service  of  the  Quartermaster's  De- 
partment, and  in  the  prosecution  of  this  work,  as  well  as  in  the 
ordinary  service  of  the  Army  in  times  of  peace,  every  known  de- 
vice for  transport  is  made  use  of,  the  various  classes  of  which 
may  be  grouped  as  follows: 

A.  Water  Transportation: 

1.  Ei^er  steam.ers  and  other  vessels; 

2.  Tugs,   launches,    lighters,    barges,   cascoes,    lorchas. 

etc.,  for  harbor  service; 

3.  Wharf  facilities; 

4.  Ocean-going  vessels. 

B.  Tiail    Transportation. 

C.  Land    Transportalion : 

1.  Wheel: 

2.  Pack  (either  animal  or  by  coolie  bearers)  ; 

3.  In    the    Alaskan    service,    by    means    of    dogs    and 

sledges. 

4.  Traction  ensfine-  and  automobiles. 


14  iltAXSPOKTA'ilOX     OF     TROOPS     AND     MATERIEL 

According  to  the  inaimer  in  wliioli  the  transportation  is  pro- 
\[i\('i\  and  the  extent  to  which  it  is  controlh'd  bv  iiiilitarv  author- 
ity, it  jna}^  properly  be  st^ded  as : 

1.  Military  Transportation.— That  which  is  the  property  of, 
or  chartered  by,  the  Government,  and  wholly  under  military 
control. 

2.  Auxiliary  Transportation.- — That  which  is  hired  or  char- 
tered for  the  special  service  required. 

Any  or  all  classes  of  transportation  may  be  provided  from 
that  OAvned  by  the  (xovernment,  or  from  auxiliary  transportation 
;proenred  by  engagement  under  formal  or  informal  contract  or 
charter,  by  requisition  when  the  country  in  which  the  Army  is 
operating  will  be  called  upon  to  furnish  it.  by  seizure  or  force,  or 
by  capture  from  the  enemy. 

The  methods  of  procuring  transportation  under  formal  or 
informal  contract  will  vary  according  to  the  exigencies  under 
which  its  provision  becomes  necessary.  In  peace,  when  ample 
time  is  available,  proposals  may  be  advertised  for,  and  full  com- 
petition may  thus  be  had,  or  the  service  may  be  immediately  re- 
quired, in  which  event  it  may  be  had  by  prompt  offer  and  accept- 
ance, as  is  common  amongst  business  men. 

Ocean  transportation  may  either  be  owned  by  the  Govern- 
ment, or  chartered  for  military  purposes,  under  a  great  variety 
ol  conditions,  according  to  the  most  practicable  method  at  the 
time  it  is  required.  Vessels  may  be  engaged  to  carry  troops  and 
supplies  without  recourse  to  charter  or  formal  contract.  The 
same  is  true  of  railroads  and  other  classes  of  transportation  lines, 


BY     WATER.  15 

the  officer  acting  for  the  Government  ninking  use  of  the  larifts  in 
effect  with  the  general  public.  Jn  some  cases  where  the  Gov- 
ernment has  owned  its  railway  or  equipment,  it  has  engaged  in 
passenger  and  freight  transportation  as  would  any  private  cor- 
poration. Similar  means  may  be  used  for  providing  wheel  and 
pack  transportation. 

All  of  these  methods  are  provided  for  under  the  Regulations 
of  the  Army. 

The  otllcer  engaging  service  by  contract  will,  as  a  rule,  be 
the  officer  responsible  for  the  disbursement  of  the  funds  paying 
the  transportation  accounts,  and  the  methods  he  pursues  should 
be  wise  and  economical  for  the  Government,  but  at  the  same  time 
such  as  to  produce  the  best  results  to  the  service,  with  the  re- 
quired degree  of  promptness.  The  character  of  his  contracts 
•will  be  subject  to  the  careful  scrutiny  and  approval  of  his  com- 
manding officer,  his  bureau  chief,  and  the  accounting  officers  of 
•the  Treasury,  and  the  necessity  of  exercising  wise  business  judg- 
ment is  a  matter  as  personal  to  him  as  it  is  important  to  his 
Government. 

ni. 

BASE   AXD   LINES    OF   COMMUNTICATTOX. 

In  order  to  liave  a  hill  comprehension  of  the  subjects  of  sup- 
ply and  transportation  it  is  necessary  to  consider  them  in  con- 
nection with  the  l)ase  and  the  lines  of  communication  and  in 
their  relation  to  the  other  sta/f  functions  under  control  of  the 
commanding  sjeneral. 


16  TP.AXSPORTATION     OF     TROOPS     AND     MATERIEL 

For  each  Army  in  the  iield  or  expeditionary  force  a  general 
officer  will  be  placed  in  command  of  the  base  and  the  lines  of 
communication.  His  staff  will  consist  of  the  following  subordi- 
nate chiefs^  or  so  many  as  may  be  required: 

A.  A  commander  at  the  base — line  officer. 

B.  A  chief  of  transportation — an  officer  of  the  Quarter- 
master's Department. 

C.  A  chief  of  the  railway  service — an  oilicer  of  the  Quar- 
termaster's Department. 

D.'  A  chief  of  transport  by  water — an  officer  of  the  Quar- 
termaster's Department. 

E.  A  chief  commissary  of  base  and  lines  of  communica- 
tion— an  officer  of  the  Subsistence  Department. 

F.  A  chief  ordnance  officer — an  officer  of  the  Ordnance 
Department. 

G.  A  chief  paymaster — an  officer  of  the  Pay  Department. 
H.     A    chief   medical    ofiicer — an    officer    of    the    Medical 

Department. 

I.  A  chief  of  telegrajDh  and  telephone  service — an  officer  of 
the  Signal  Corps. 

K.  A  provost  marshal  of  base  and  lines  of  cummunication 
— usually  a  line  officer. 

In  many  cases  it  will  no  douljt  be  found  practicable  to  com- 
bine to  advantage  two  or  more  functions  in  the  same  staff  officer, 
who  on  his  part  will  be  provided  with  the  necessary  assistants 
to  properly  attend  to  details — e.  g.,  as  in  San  Francisco  at  this 
time  the  Depot  Quartermaster  performs  the  duties  of  Chief  of 


BY     WATER.  17 

Transportation,  Chief  oi  Railway  Sorvico,  and  C'liicif  of  Transport 
by  Water. 

The  matters  pertaining  to  administration  and  the  protection 
of  the  base  and  lines  of  communication  devolve  upon  the  com- 
mander of  the  base  and  incidentally  upon  the  various  staff  offi- 
cers attached  thereto. 

When  the  line  of  communication  crosses  the  seas,  its  pro- 
tection devolves  wholly  upon  the  Navy,  and  the  manner  in  which 
that  shall  be  accomplished  is  a  question  that  is  left  altogether  to 
that  department.  The  completeness  with  which  that  function 
!has  lately  been  performed  has  been  the  subject  of  congratulation 
and  caused  an  outburst  of  popular  national  pride,  the  like  of  which 
has  not  been  known  for  more  than  a  generation. 

IV. 

EIVEE   TEANSFOirr. 

Formerly  the  rivers  which  traverse  our  country  were  quite 
generally  used  as  a  means  of  comnninication,  and  for  the  trans- 
portation of  troops  and  military  supplies.  This  was  particularly 
the  case  during  the  Civil  \Var,  when  the  Potomac,  Tennessee, 
Ohio,  Cumberland,  Missouri,  and  Mississippi  were  especially 
made  use  of  as  great  arteries  by  means  of  which  troojis,  stores, 
and  supplies  Avere  sent  to  the  front,  and  \.h(t  sick  and  wounded, 
hroken  munitions  cf  war,  and  cri])pled  animals  were  carried  to 
the  rear.  These  ineans  of  transportation  were  particularly  ad- 
vantageous, inasmuch  as  they  could  be  wholly  controlled  by  mil- 
itary authority,  whereas  railroads,  owned  by  private  corporations 


18  TRANSPORTATION*     OF     TROOPS     AND     MATERIEL 

aiid  operated  by  civil  oi'ticials,  did  not  always  lend  themselves  so 
Ireadily  to  orders  emanating  from  the  military  establishment.  In 
addition,  the  vessels  on  these  waterwa^-s  were  far  less  subject  to 
annoyance  and  damage  by  the  enemy  than  were  railroads  con- 
necting important  points,  ^vhich  were  constantl}'  the  object  of 
raids.  Eiver  steamers  were,  as  a  rule,  when  in  dangerous  terri- 
tory, convoyed  by  river  gun-boats,  mostly  improvised  vessels  that 
served  very  well  as  a  defense  against  ordinary  attacks  by  land 
forces. 

l"lie  question  of  t.nbarkation,  disembarkation,  and  shipping 
Troops  and  supplies  by  river  steamers  and  other  craft  is  greatly 
simplified  as  compared  with  similar  traffic  on  ocean-going  ves- 
i^els.  The  means  employed  for  loading  and  unloading  at  wharves 
are  less  varied,  and  the  cargd  is  always  taken  through  ports  in- 
stead of  through  hatchways,  v/hich  greatly  facilitates  the  load- 
ing and  discharging. 

In  addition,  the  certainty  of  encountering  fair  weather  on 
iho  trip  and  the  frcjuent  opportunity  to  land  removes  the  neces- 
sity to  provide  many  of  the  features  required  in  ocean-going 
vessels. 

The  greatest  of  the  expeditions  by  water  during  the  Civil 
War  was  that  of  General  McClellan,  which  resulted  in  transfer- 
ring an  army  of  1:20,000  men,  with  all  of  its  materiel  of  war, 
■artiller}^,  cavalry,  munitions,  baggage,  trains,  and  equipage,  from 
the  lines  in  front  of  Washington  to  the  lower  Chesapeake;  and 
after  the  reverses  lie  lore  Eichmond  these  troops  and  materiel  were 
again  withdrawn  and   re-established  in  front  of  Washington  by 


BY     WATER.  '  19 

the  mean?  gotten  together  by  the  Quartermasters  Department, 
which  purchased  and  chartered  every  available  vessel  on  the 
Atlantic  ci>a:=t,  and  took  into  its  service  all  vessels  as  rapidly  as 
they  could  be  completed. 

Junks. — The  particular  kind  of  river  craft  used  will,  of 
^urse,  depend  upon  the  character  of  the  waters,  and,  as  in  all 
other  classes  of  transportation,  that  native  to  the  waters  will  be 
used  whenever  available. 

As  axi  illustration  of  the  adaptability  of  our  service  to  new 
conditions,  I  will  quote  from  the  report  of  General  Humphrey, 
chief  quartermaster  of  the  expeditionary  force  to  Pekin: 

"Our  forces  at  I'ekin  received  their  supplies  from  Taku, 
thence  to  Tientsin  by  junk,  40  miles,  thence  105  miles  to  Tung- 
chow  by  junks;  for  the  remaining  15  miles  they  were  sent  to 
Pekin  by  wagon.  The  single  line  railroad  was  little  used  by  our 
troops,  as  it  was  kept  busy  serving  the  other  nations. 

"It  was  necessary  for  the  junks  to  reach  the  head  of  naviga- 
tion before  the  ice  covered  the  river.  The  river  too  was  very 
shallow  and  constantly  falling. 

"The  junks  were  very  light  draft,  about  2  feet,  and  were 
poled  in  both  directions.  It  took  al)out  ten  days  to  make  the 
round  trip  from  Tientsin  to  TnnaT-how." 

V. 

HAKBOR  SERVICE  BOATS. 

The  harbor  service  boats  provided  for  prior  to  and  during  the 
Spanish-American  War  were  of  almost  every  pattern  of  tug,  light- 


20  TRANSP0I^TAT10^'     OF     TKOOIS     AND     JMATERIEL 

er,  and  barge  afloat.  The  Quartprmnster's  Department  has  now- 
developed  a  series  of  boats  for  harbor  service,  which  it  is  beheved 
will  be  found  wholly  suitable  for  the  service  required,  and  equally 
so  in  time  of  peace  as  in  Avar.  These  boats  are  intended  in  time  of 
peace  to  serve  the  inilitary  stations  and  batteries  in  and  about 
cur  harbors.  They  are  divided  into  three  classes,  according  to 
their  capacity,  and  are  called  first-,  second-,  and  third-class  harbor 
boats.  They  are  arranged  for  both  passenger  and  freight  service, 
and  will  stand  a  reasonable  amount  of  rough  weather. 

In  case  of  an  expeditionary  force  along  the  coast  or  to  the 
nearby  islands,  it  is  believed  that  the  harbor  boats  of  the  first 
and  second  class  would  answer  exceptionally  well  as  lighters  for 
troops  and  stores,  and,  being  wholly  under  the  control  of  the 
department,  would  possess  many  advantages  over  hired  service 
of  this  character. 

YI. 
TUGS,  LIC4HTEES,  BARGES,   CASCOES,   ETC. 

For  the  prompt  and  safe  embarkation  of  an  expeditionary 
force  in  this  country  it  will  not  be  difficult  to  procure  by  hire 
the  necessary  means  in  wharfage  facilities,  tugs,  lighters,  water- 
boats,  etc. 

When  the  force,  however,  arrives  at  its  destination,  on  hos- 
tile shores,  another  condition  of  afTairs  is  presented. 

For  harbor  service  and  to  assist  in  expeditiously  unloading 
such  a  force  from  transports,  both  passengers  and  freight,  it  will 
be  necessary  to  call  into  requisition  all  classes  of  harbor  boats 


BY     WATEi;.  21 

available,    including    tugS;,    launclior,    lighters,    barges,    c-ascoes, 
lorehas,  etc. 

It  will  never,  however,  be  reasonable  to  expect  to  find  such 
auxiliary  means  ready  at  hand  and  available  for  the  use  of  an 
expeditionary  force,  no  matter  how  friendly  the  shores  may  be. 
The  only  case  ^vhen  reluuice  should  be  j)laced  in  such  means  is 
when  conditions  have  been  so  favorable  that  an  olFicer  can  have 
been  sent  in  advance  to  a  friendly  port  to  canvass  the  means  obtain- 
able to  assist  in  discharging  vessels  of  the  passengers  and  cargo. 
In  all  other  cases  full  and  suflicicnt  means  for  setting  the  troops 
and  cargo  ashore  should  accompany  the  expedition.  Tugs,  light- 
ers, and  barges  should  travel  under  their  own  steam,  and,  of  course, 
such  selections  should  be  made  as  will  give  vessels  with  sufficient 
speed  not  to  unduly  retard  the  movement.  Our  experience  has 
shoAvn  that  there  should  be  no  attempt  to  tow  lighters,  unless 
the  conditions  of  distance,  season,  state  of  the  enemy,  the  neces- 
sities of  tlie  case,  etc.,  should  render  that  course  unavoidable. 
Full  use  should  be  made  of  the  launches  and  ships'  boats  if  nec- 
essary. Should  tliere  be  no  other  sufficient  means,  a  typo 
■of  flat-bottomed  lighter  to  carry  from  10  to  lo  tons,  weighing 
about  4  or  5  tons,  with  doul>le  l)ottom,  should  accompany  the 
expedition,  carried  on  the  deck  of  the  transport.  Such  a  lighter, 
with  a  draft  of  not  more  than  2^2  feet,  would  carry  10  to  15  ani- 
mals and  GO  to  100  men  for  a  short  distance  on  smooth  water.  A 
oufficient  numl)er  of  such  barges  could  bo  carried  to  discharge  the 
<'ar<io  in  the  time  to  he  aliottcd. 


22  TRANSPORTATION     OF     TKOOrS     AND     MATERIEL 

Great  advantage  will  be  found  in  using  the  owned  harbor 
boats  of  the  Government  en  such  an  expedition,  rather  than  hired 
or  chartered  boats.  The  masters  of  the  latter  class  will  be  far 
more  interested  in  the  safety  of  their  owners'  property  than  in 
rendering  elficient  service.  For  that  and  other  reasons  all  avail- 
able owned  harbor  boats  could  be  withdrawn  to  accompany  the 
expedition,  and  their  service  temporarily  replaced  b}-  hired  or 
chartered  boats. 

Both  the  British  and  Gennans  have  undertaken  to  provide 
for  such  service  in  a  measure  by  the  use  of  sectional  vessels. 

Our  Government  has  built  one  experimental  vessel  of  this 
character  with  a  displacement  of  about  72  tons.  This  experi- 
ment has  been  suHiciently  satisfactory  to  warrant  the  belief 
that  it  is  without  question  a  valuable  adjunct  under  conditions 
favorable  to  putting  it  together. 

VII. 

WHARVES,    LANDING    AND    LOADING     FACILITIES. 

With  an  expeditionary  force  by  sea,  when  uncertainty  exists 
as  to  the  condition  or  existence  of  wharves,  or  as  to  the  point  of 
disembarkation,  it  is  essential  to  take  along  such  means  of  con- 
structing or  repairing  temporary  landing-places  as  the  means  at 
hand  or  available  will  permit,  including  piles  and  the  means  of 
sinking  them,  planking,  bolts,  spikes,  rope,  etc.,  for  repairs  to 
wharves,  and  also  the  means  for  building  ramps  and  floats  and 
other  facilities  for  disemliarkation.  In  the  landing  at  Guanica, 
Porto  Rico,  the  ])ontoon-l -ridge  train  was  used  to  make  a  floating 


31     "WATEi;.  23 

wharf,  and  over  it  Averc  landed  easily  and  without  accident  sonic- 
thiiifr  more  than  a  thousand  animals  and  most  of  the  heavy  mair- 
riel  of  the  Army. 

As  a  rule,  once  a  harbor  is  gained,  landing  facilities  in  sonn', 
form  will  be  found  to  be  available.  The  earliest  reliance,  how- 
ever, it,  to  be  placed  in  the  means  carried  with  the  expedition,  and 
these  are  to  l)e  supplemented  with  every  facility  the  waters  afford. 
Ultimately  the  local  means  will  in  most  cases  become  the  chief 
dependence  for  landing  supplies. 

Platforms  on  pontoons,  or  casks,  or  stages  resting  on  boats 
and  rafts,  can  Ik-  used  as  an  improvised  means  of  landuig  troops 
tind  stores  in  protected  harbors.  The  (;onncction  witli  the  shore 
may  be  made,  if  need  be,  by  means  of  a  trestle  bridge. 

Separate  landing-places  should  be  set  aside,  as  far  as  j)rac- 
ticable,  for  the  troops  of  the  various  arms,  and  for  stores  and  sup- 
plies. The  supplies  on  being  landed  should  at  once  be  separated 
and  sent  to  their  proper  storage-places. 

Liberal  use  should  be  made  of  placards,  so  that  all  necessary 
information  can  be  had  concerning  landing-  and  storage-places 
without  the  necessity  of  asking  questions;  and  if  facilities  can 
be  provided,  separate  wharves  or  portions  of  the  beach  should  be 
set  aside  for  receiving  each  class  of  stores.  As,  for  example,  at 
Alexandria,  Virginia,  during  the  Civil  War.  there  were  separate 
wharves  for  forage,  clothing,  horses,  mules,  camp  equipage,  hos- 
pital equipment,  ordnance  and  ammunition,  and  railroad  and 
bridge  material. 


24  TRANSPOKTATIOX     OF     I'lIOOrcJ     AND     ISIATEKIKL 

TKANSPOET  OF  TKOOPS  AN^d  IMPEDIMENTA  OX 

oceax-goixct  vessels. 

Troops,  animals,  and  supplies  are  carried  over  sea  (1)  on 
commercial  vessels  under  special  contract  or  under  ordinary  pub- 
lic tariff,  and  (2)  on  the  owned  and  chartered  vessels  of  the 
Government. 

The  transportation  furnished  by  commercial  vessels,  either 
under  special  contract  or  ordinary  commercial  tariff,  will,  oi 
course,  vary  in  importance  from  the  carriage  of  one  man  or  a 
single  package  to  the  full  capacity  of  the  vessel. 

The  method  adopted  for  obtaining  this  transportation  is  by 
use  of  transportation  request  and  bill  of  lading  furnished  the 
carrier  by  an  agent  or  officer  of  the  department.  Such  request 
or  bill  of  lading  will  l)e  issued  upon  invoices  and  receipts  in  the 
case  of  property,  or  proper  travel  order  in  the  case  of  men,  due 
authority  being  cited  in  each  instance. 

Such  carriage  will  not  differ  in  any  essential  respects  from 
that  afforded  the  public,  l)ut  as  the  bulk  of  water  travel  of  true 
military  aspect  v.-ill.  as  a  rule,  l)e  by  OAsned  or  chartered  vessels,  the 
particular  measures  to  i)e  ,vdo])ted  have  Ijcen  given  attention  under 
that  head. 

Under  ordinai'y  conditions,  even  in  cases  where  established 
commercial  lines  exist  connecting  points  between  which  much 
iraffie  is  to  move  in  times  of  peace,  commercial  lines  fail  to  fur- 
nish the  measure  of  comfort,  care  of  the  sick,  and  convenience 


BY      WATKl;.  2.') 

alfordiHl  t'oi  the  soldier  upon  owned  tiiinsj)ort-f.  nor  would  the 
military  requireineiitri  be  aderjuatoly  nu't.  if  tiic  sthedulc  of  the 
vestiol  and  facilities  provided  wero  nuide  sul).servient  to  eonunereial 
interest. 

Furthermore,  earefully  kei>t  btati.-lic?  on  this  question  dis- 
close rlie  fact  that  the  ordinary  operations  of  the  present  trans- 
port service  show  a  material  saving  to  the  Government  as  com- 
pared witli  service  of  equal  merit  furnished  by  commercial  lines. 
Under  the  urgency  of  war  conditions,  when  military  requirements 
of  dispatch  and  certainty  become  o?  the  first  importance,  the  value 
of  an  owned  transport  ser\  ice  is  materially  increased. 

THE  AKMY  TRA.N'SPOET    SEUVICi:. 

Ihe  Ainiy  Transport  Service,  comprising  owned  vessels  of 
the  CJovernment,  is  engaged  in  transferring  troops  and  supplies 
between  home  ports  and  over-sea  points.  Jt  is  assimilated  in  its 
juethods  of  administration  to  those  of  commercial  steamship  lines 
as  far  as  practicable,  such  modifications  being  made  as  are  neces- 
sary to  adapt  it  to  military  requirements. 

The  Army  Transport  Service  is  conducted  Ijy  its  own  officers 
under  the  «ui)orvision  of  the  Quartermaster-General.  It  is  a 
Lraneh  of  the  transportation  of  the  Arjny  practically  independ- 
ent of  the  other  branches  of  the  department;  such  matters,  how- 
ever, as  relate  to  the  Medical  and  Subsistence  Departments  are 
under  the  control  of  those  bureaus. 

There  are  two  home  ports  for  the  service,  one  at  San  Fi-an- 
■cisco  and  the  other  in  iS^ew  York.  Each  of  these  ports  is  proviRed 
with  suitable  terminal  facilities.  includiTig  wbarfagi'  for  shi]is  and 


26  TRAN"SPOETAi:iON     OF     TROOPS     AJSID     MATERIEL 

storage  for  freight,  and  with  :i  ^uitaljk  force  of  employees  to  con- 
duct the  business  of  the  sei'vice.  The  equipment  of  both  these- 
orfices  has  been  materially  reduced  with  the  decreased  require- 
ments of  the  transport  service.  That  at  tlie  port  of  New  York  i& 
now  practically  on  paper. 

The  general  organization,  personnel,  and  duties  of  the  Army 
Transport  Service  under  the  Eegulations  are  as  follows: 

1.  General  Superintendent. 

2.  Assistant  to  General  Superintendent. 

3.  Subsistence  Superintendent. 

4.  Medical  Superintendent. 

5.  Transport    Quartermasters    and    Transport    Com- 

missaries. 

6.  Transport  Surgeons. 

7.  Marine  Superintendent. 

8.  Assistant  to  jNlarine  Superintendent. 

9.  Superintending  Engineer. 

iO.  Assistant  to  Superintending  Engineer. 

11.  Port  Steward. 

12.  Quartermaster's  Purveyor. 

13.  Chief  Stevedore. 

14.  Army  Transport  agents  at  over-sea  ports. 

The  Transport  Eegulations  provide  for  the  regulation  of  the- 
duties  of  each  of  tliese  officials,  as  well  as  the  duties  of  all  the 
ship's  officers,  and  the  conduct  of  troops  on  shipboard  in  such  a 
manner  that  there  can  ije  no  conflict  of  authority,  no  interference- 
of  duties,  and  no  divided  responsibilities. 


BY    WATER.  27 

MOVE.An^^NTS  BY   SEA. 

Emharhaiion. — The  Trausport  Regulations  ijrovide  for  the 
embarkation,  disembarkation,  and  conduct  of  troops  on  Ijoard 
transports. 

For  conveyance  by  siiip,  wliether  of  men  or  stores,  applica- 
tion will  be  made  to  the  Quartermaster-General  of  the  Army. 

The  statement  of  the  commanding  officer  accompanying  the 
application  should  show  fully  all  persons  for  wliom  transporta- 
tion is  required.  The  quantity  and  character  of  baggage  will 
also  be  reported.  The  commanding  officer  of  the  troops  to  be 
embarked  should  sejid  a  staff  officer  to  precede  the  command  to 
the  port  of  enibarkatiou,  to  arrange  with  the  general  superin- 
tendent or  other  officer  in  charge  of  transport  service  for  proper 
assignment  of  quarters  on  board  the  transport.  The  staff  officer 
should  at  the  same  lime  consult  with  the  transport  quartermaster 
as  to  the  number  and  stations  of  tlie  sentinels  durmg  embarkation. 

Commanding  officers  whoso  regiments  receive  orders  to  pre- 
pare for  over-sea  service  will  take  proper  precaution  to  see  that 
all  concerned  are  fainiliar  with  the  essential  points  in  the  Trans- 
port Regulations  covering  the  transportation  of  troops. 

The  arrival  of  the  troops  at  the  point  of  embarkation  should 
be  so  timed,  when  organizations  are  being  dL^patched  singlj-,  that 
they  can  be  directly  embarked  aboard  the  transport  without  the 
necessity  of  making  a  temporary  camp  or  bivouac. 

All  fatigue  details  necessary  to  carry  out  the  provisions  of 
Transport  Regulations  should  be  made  previous  to  embarkation, 
and  all  members  of  such  fatigue  details  should  be  fullv  instructed 


28  TRANSPORTATiOX     OF     TDOOl'S     AND     ^MATERIEL 

as  to  their  iTj;])Oiisli)ilitii'S  and  duties  in  advance,  so  as  to  avoid 
confusion  at  a  time  when  it  is  dilhcult  to  promulgate  orders  to 
a  command  in  process  of  embarkation.  These  fatigue  details 
should  be  amply  large  to  handle  the  baggage,  etc..  in  the  most 
expeditious  manner  possible,  'i'hey  should  be  well  officered,  and 
should  not  be  permitted  to  loaf  at  their  duties.  The  work  of 
the  fatigue  details  should  be  performed  under  the  supervision  of 
an  officer. 

The  ammunition  will  bo  loaded  first  and  put  into  the  maga- 
zine, which  will  he  locked. 

If  the  heav}-  baggage  is  accompanTing  the  command,  it  should 
be  sent  on  board  m  advance  of  and  kept  separate  from  the  field 
equipage,  if  the  latter  is  to  be  used  immediately  upon  landing. 
If  the  movement  is  a  mere  change  of  station,  however,  it  is  not 
necessary  to  separate  the  two  classes  of  baggage,  except  so  far  as 
to  make  the  light  equipage  first  available. 

The  property  and  baggage  of  each  company  will  be  stored 
-eeparately.  and  should  be  so  stored  as  to  l)e  Lonveniently  reached 
immediately  on  disembarkation. 

The  baggage  of  troops  should  be  securely  packed  and  care- 
fully marked  with  the  name  of  the  organization  and  the  destina- 
tion if  known.    No  package  should  weigh  more  than  150  pounds. 

Such  baggage  as  will  be  allowed  in  staterooms,  as  well  as 
all  other  freight  and  baggage,  should  be  sent  on  board  in  advance 
of  the  troops. 

The  commanding  officer  should  take  pains  to  come  to  a  full 
tinderstanding  with  the  transport  quartermaster  regarding  ar- 
Tansem.ents  for  loading  and  embarkation.     Failure  to  have  a 


BY     WATKK.  29 

complete  understanding  in  the  beginning  will  surely  result  in 
a  play  at  cross-purposes,  with  the  result  that  annonng  delays 
will  occur. 

He  should  have  a  reconnoissancc  made  of  roads  and  streets 
leading  to  the  wharf,  in  order  that  troops  can  be  marched  to  the 
proper  point  without  interfering  with  other  traffic. 

All  sentinels  should  be  posted  aboard  the  vessel  before  the 
troops  are  embarked,  and  should  be  thoroughly  instructed  by  the 
ncAv  oflicer  of  the  day,  assisted,  if  necessary,  by  the  transport  quar- 
termaster. Troops  should  be  embarked  by  companies,  packs  and 
equipments  properly  stowed,  and  rifles  placed  in  racks.  Troops 
once  located  in  quarters  should  not  he  permitted  to  leave  them 
until  all  are  embarked. 

The  manner  in  which  this  is  performed  is  as  follows : 

The  berths  on  the  transports  arc  numbered  consecutively 
from  1  up.  The  numl)er  will  be  found  tied  to  each  bunk. 
Prior  to  embarkation  the  commanding  olficer  of  the  troops  will 
be  furnished  with  a  diagram  of  the  troop  compartments  showing 
the  numbers  of  the  berths,  and  he  will  make  his  assignments  by 
companies  accordingly.  The  troops  will  not  be  given  individual 
numbers  before  they  are  marched  aboard  and  located,  but  will 
take  the  number  found  on  the  berth  at  M-hicli  they  are  placed 
when  marched  aboard.  The  knapsack  containing  the  necessary 
articles  of  equipment  to  1)0  used  on  the  voynge  and  immediately 
upon  disembarkation  is  hung  on  a  hook  at  the  head  of  the  bunk 
provided  for  that  purpose. 

After  all  the  troops  are  aboard  and  knapsacks  are  stowed, 
the  arms  are  placed  in  the  arm-racks. 


30  TRANSPORTATION     OF     TItOOrS     AXD     MATERIEL 

Early  opportunity  should  be  taken  to  furnish  necessary  in- 
structions as  to  messing,  bathing,  latrijics,  wash-rooms,  etc.,  and 
it  is  considered  desirable  that  these  instructions  be  given  the  men 
before  they  leave  their  stations  at  bunks.  The  duty  of  instruc- 
tion upon  these  points  falls  upon  company  commanders. 

The  embarkation  should  be  so  timed  that  it  shall  be  accom- 
plished, if  possible,  between  regular  meals.  The  command  should 
be  c-n  board  at  the  next  regular  meal  hour.  The  meal  will  be 
served  from  the  ship's  galley. 

Commanding  officers  are  held  responsible  that  nothing  but 
authorized  baggage  and  persons  of  their  commands  are  taken  on 
board. 

Proper  returns  of  the  troops  will  be  made  by  the  command- 
ing officer  before  sailing.  Commanding  officers  will  be  held  re- 
isponsible  for  the  disciphne  and  movements  of  the  men  of  their 
commands.  They  will  not  be  permitted  to  leave  the  ship  without 
due  authority. 

Conduct  on  Board. — A  bulletin-boaxd  will  display  extracts 
from  the  Transport  Regulations  relative  to  the  discipline  and 
■conduct  of  the  troops  on  board. 

Officers  and  non-commissioned  officers  are  charged  with  proper 
police  and  cleanliness  of  the  parts  of  the  ship  occupied  by  their 
men,  and  with  the  enforcement  of  the  regulations  relating  to  the 
conduct  of  enlisted  men. 

A  non-commissioned  officer  will  be  in  charge  and  at  all  times 
present  and  alert  in  the  quarters  of  each  company. 

Officers  and  enlisted  men  will  not  make  complaints  to  offi- 
cers of  the  ship  or  direct  to  the  crew,  and  will  not  enter  into  con- 


BY    WATER.  31 

"troversies  with  tliem  concerning  deficiencies  of  service,  equipment, 
or  supplies.  If  there  is  sufficient  reason  for  such  complaints,  they 
will  be  made  by  oflicert-  to  the  police  otiicer.  the  mess  officer,  or 
the  officer  of  the  day,  according  to  circumstances.  In  exceptional 
cases  tlie  commanding  officer  may  be  addressed.  Casuals,  recruits, 
and  convalescents  on  board  will  be  organized  into  temporary  com- 
panies. Officers  and  non-commissioned  officers  will  be  detailed  for 
their  control. 

The  Commanding  Officer. — The  commanding  officer  of  the 
1:roops  embarked  will  be  responsible  for  the  discipline  and  conduct 
of  all  the  troops  on  board  the  transport,  including  such  casual,  dis- 
charged, and  furlonghed  soldiers  as  may  be  given  transportation 
aboard  the  ship;  he  will  also  be  responsible  that  the  Transport 
Regulations  concerning  such  passengers  are  understood  and  obeyed. 
He  will  also  be  responsible  for  the  proper  cleansing  of  quarters 
occupied  by  troops,  including  mess-decks. 

The  commanding  officer  of  troops  is  bound  to  pay  attention 
to  any  representation  for  the  good  of  the  service  made  by  the 
-quartermaster,  and  to  remember  that  the  master  is  responsible 
in  all  matters  connected  with  the  safety  of  the  ship  and  the 
passengers. 

In  all  matters  of  navigation  and  m  emergencies  in  the  con- 
trol of  the  ship,  the  authority  of  the  master  of  the  ship  is  absolute. 

The  commanding  of^cer  is  charged  not  to  interfere  with 
the  duties  and  prerogatives  of  the  transport  quartermaster  and 
master,  and  under  no  circumstances  to  interfere  with  the  con- 
trol of  the  ship  except  in  grave  military  emergencies  involving 
the  health,  discipline,  or  safety  of  the  command.  The  routine 
of  the  troops  on  board,  and  the  uniform  to  be  worn  on  deck,  are 


32  '     TRAXSPOKTATIOX     OF     TUOOPS     AND     MATERIEL 

io  be  proserihcd  l.y  tlie  oHiciT  coinmanfling  the  troops.  The 
commanding  otiieei-,  accompanied  by  the  transport  quartermas- 
ter, the  officer  oi'  the  day,  the  police  oificer.  the  surgeon,  and 
the  master,  will  inspect  tiie  Itertli-  and  mess-decks,  datrines, 
bath-rooms,  liospital  galleys,  etc.,  each  day  at  a  fixed  houi-. 

Prior  to  disembarkation,  return  will  be  furnished  to  the 
transport  quartermaster  showing  the  number  of  persons,  all  ranks, 
carried  to  destination. 

The  Police  Ofjirer. — A  suitable  olTicer  of  the  command  will 
be  detailed  Ijy  the  connnanding  officer  as  police  officer,  wdio  wall 
have  general  charge  of  those  parts  of  the  ship  occupied  by  the 
troops,  especially  the  berths,  latrines,  and  mess-decks. 

Tie  will  see  that  the  troop-  and  mess-decks  are  sw-ept  clean 
each  morning  and  after  each  meal.  He  will  accompany  the  com- 
manding officer  daily  on  his  inspection. 

Suitable  non-connnissioned  officers  and  privates  will  be  de- 
tailed as  his  assistants.  Minor  matters  relating  to  troops  or  dis- 
cipline will  be  reported  by  police  officers  to  the  immediate  com- 
manders of  those  affected. 

Such  commanders  will  report  any  minor  defects  regarding 
ventilating,  wash-room,  or  other  apparatus  to  the  police  officer, 
who  will  report  the  matter  to  the  transport  quartermaster.  Such 
reports  will  not  be  made  direct  to  any  of  the  ship's  officers  or  crew. 

Officer  in  Charge  of  Mess.—X  suitable  officer  will  be  placed 
in  charge  of  the  enlisted  men  at  mess ;  he  will  be  detailed  by  the 
commanding  ofiicer  hefore  embarkation.  All  orders  affecting  the 
men  at  mess  will  be  given  to  the  transport  commissary  by  the 
oificer  commanding  the  troops  direct,  or  through  the  officer  in 


BY     WATKH.  33 

charge  of  the  mess.  The  tiiess  oliieer,  in  consultation  with  the 
transport  cominissary,  will  draw  up  a  schenio  for  the  service  of 
messes  in  accordance  Avith  the  facilities  of  the  ship;  after  approval 
by  the  commanding  officer,  this  plan  will  be  published  in  orders. 
Such  non-commissioned  officers  and  men,  as  assistants  to  the 
cook,  bakers,  and  waiters,  as  may  be  necessary,  will  be  detailed  on 
special  duty. 

-  Boutine  on  Board. — The  commanding  oificcr  M'ill  cause  to 
be  published  the  list  of  calls  affecting  the  troops  on  board.  At 
reveille  the  Jiien  will  stand  at  attention  at  their  bunks,  and  im- 
mediately afterward  their  bedding  will  be  cared  for  under  regu- 
lations to  be  prescribed  by  the  police  oflicer,  and  not  in  viola- 
tion of  the  Transport  Eegulations.  The  berth-decks  of  the  men 
will  be  cleared  each  morning  of  all  persons,  save  those  detailed 
to  clean  them,  between  hours  provided  in  Transport  Eegulations. 
The  commanding  officer  of  the  troops  will  prescribe  the  hours  for 
daily  exercise  or  drill.  The  command  will  be  exercised  in  such 
manner  as  to  best  utilize  the  space  available.  Bathing  facilities 
will  be  fully  utilized  under  regulations  prescribed  by  the  com- 
manding officer  of  the  troops.  Inspection  of  troops  will  be  held 
by  company.  Inspection  in  underwear  should,  be  held  weekly, 
or  oftener  if  necessary,  at  which  inspection  the  surgeon  should  be 
present. 

llie  Guard. — The  detail  for  the  guard  will  consist  of  an 
officer  of  the  da}',  one  or  more  officers  of  the  guard  if  prac- 
ticable, and  such  number  of  non-commissioned  officers,  trump- 
eters, and  privates  as  necessary. 

A  separate  place  will  be  assigned  for  the  guard.    Guard  duty 


34  TRANSPOKTATION     OF     THOOl'S     AXD     MATERIeI 

Oil  =liij)-board  will  follow  the  ])iiiKiples  laid  down  in  the  Manual 
of  Guard  Daty,  with  such  modifications  as  are  rendered  necessary 
by  environment. 

In  general,  the  duties  of  the  guard  will  be  to  preserve  order, 
protect  property,  deny  access  to  certain  portions  of  the  ship,  and 
to  assist  in  enforcing  the  regulations  governing  the  troops. 

Officer  of  the  Day. — The  officer  of  the  day  is  responsible 
that  the  troops  preserve  good  order  and  comply  with  the  regu- 
lations governing  troops  on  ship-board.  He  will  post  sentries  to 
effect  this  end,  and  be  responsible  that  sentries  are  properly  posted 
and  instructed;  will  give  particular  attention  that  the  troops  wean 
the  prescribed  uniform,  that  there  is  no  disorder  at  the  serving  of 
the  meals,  airing  of  bedding,  bathing,  etc.,  and  that  they  are 
excluded  at  all  times  from  forbidden  parts  of  the  ship;  will 
see  that  meals  are  served  to  troops  at  proper  times,  attend  when 
bedding  is  aired,  take  means  to  prevent  introduction  or  use  of 
intoxicating  liquor,  and  inspect  between  decks  after  taps  when 
necessary. 

Tlie  Officer  of  (lie  Guard. — If  there  are  two  officers  of  the 
guard,  one  will  always  be  present  with  it  and  on  the  alert.  If 
there  is  but  one,  he  will  leave  the  senior  non-commissioned  officer 
in  charge  during  absolutely  necessary  absences.  The  senior  offi- 
cer of  the  guard  will  cominand  the  guard,  and  assist  the  officer 
of  the  day  in  the  execution  of  duties  required  of  him,  and  will 
be  responsible  for  the  posting  and  instruction  of  sentinels.  He 
will  make  frequent  inspections,  both  day  and  night. 

Sentinels. — Tlie  special  orders  for  sentinels  will  be  prescribed 
bv  tlie  officer  of  the  dav  under  orders  oF  the  commandino:  officer. 


J3V    \VA'n:u.  '.id 

It  will  !)('  till'  duty  of  sentinels  to  be  constantly  on  the  alert 
whilst  on  post,  and  see  that  the  Transport  Kegulations  are  ol)served 
by  the  men  of  the  o(fininand.  They  will  arrest  soldiers  failing 
to  obey  their  orders,  or  showing  disrospeet  to  sentinels. 

Fire. — In  case  of  discovery  of  fire,  the  report  is  made  quietly 
to  the  ship's  Match-ollieoi'  and  the  olTicer  of  the  guard. 

The  commanding  olficer  will  at  once  offer  such  assistance 
to  the  master  and  quartermaster  as  may  be  needed. 

Immediately  on  embarking,  stations  will  be  designated  where 
each  company  Avill  form  in  case  the  alarm  of  fire  is  given.  On 
the  alarm  of  fire,  company  commanders  v/ill  form  their  commands 
and  remain  \\ith  them  quietly  awaiting  instructions. 

All  details  for  assisting  at  the  pumps  or  hose  or  rendering 
any  other  assistance  in  case  of  fire  or  accident  will  have  been 
made  directly  after  embarkation.  These  details  will  have  been 
carefully  instructed  in  their  duties  and  the  use  of  appliances, 
and  will  be  ])racticed  daily  in  taking  their  posts.  On  the  alarm 
of  fire,  they  will  take  their  places  without  waiting  for  command. 

DiscmbarJx-ation. — On  nearing  port  preliminary  arrangements 
will  be  made  for  facilitating  the  prompt  discharge  of  the  baggage 
and  impedimenta. 

A  guard  will  be  detailed  and  funned  previous  to  the  arrival 
at  the  wharf,  to  furnish  the  necessary  sentinels  to  guard  the  bag- 
gage and  control  the  men  of  the  command.  The  commanding 
iofBcer  of  the  guard  should  consult  with  the  officer  in  charge  of  the 
wharf  as  to  the  location  of  sentinels  and  posts  of  the  guard. 

If  the  landing-place  is  already  occujned  by  troops,  a  staff 
olfiei'r  will  meet  the  cominaud  at  the  wharf. 


36  TRANSPORTATION     OF     TROOPS     AND     MATERIEL 

The  troops  will  leave  the  ship  b}'  company  in  the  inverse 
order  of  embarkation,  and  they  will  form  on  the  wharf  or  in  its 
vicinity  under  their  ollicers. 

The  necessary  details  for  wharf  guard,  handling  baggage, 
police,  ammunition,  etc.,  Avill  have  been  made  and  formed  under 
officers  or  non-commissioned  officers,  before  the  troops  leave  the 
ship,  in  order  to  be  at  once  available.  They  will  leave  the  ship 
with  the  command,  stack  arms,  and  at  once  report  back  on  ship- 
board to  the  officer  who  will  be  in  charge.  The  fatigue  details, 
each  under  an  officer  or  non-commissioned  officer,  will  be  the 
following : 

One  to  report  to  the  police  officer  to  clean  up  those  parts 

of  the  ship  vacated  by  the  troops; 
One  detail  to  report  to  the  quartermaster  of  the  trans- 
port to  assist  in  discharging  the  baggage; 
One  to  report  to  the  quartermaster  of  the  troops  to 
assist  in  unloading  the  ammunition. 
The  regimental  and  battalion  quartermasters  and  the  regi- 
mental and  company  quartermaster-sergeants  will,  in  conjunction 
with  the  ship's  officers,  have  charge  of  the  unloading  and  sorting 
of  the  baggage,  airnnunition,  and  impedimenta  and  of  its  trans- 
fer to  camp. 

As  the  baggage  and  impedimenta  will  not  be  listed  on  the 
manifest,  it  will  be  the  duty  of  the  regimental  and  conipany 
quartermaster-sergeants  to  keep  a  close  watcli  over  the  loading  and 
discharge  of  the  propert}',  to  guard  against  miscarriage  and  losses. 
Each  wagon-load  should  be  provided,  if  necessary,  with  a  guard 
en  route  to  camp. 

No  men  except  the  authorized  details  will  be  allowed  to  re- 


BY     WATER.  37 

turn  to  the  j^hip,  and  the  guard  on  ship-board  will  not  leave  until 
all  the  nien  and  baggage  are  ashore  and  the  police  of  the  mess- 
and  berth-decks  is  completed. 

When  the  ship  is  unable  to  come  to  the  wharf,  the  landing 
will  be  made  by  lighters,  barges,  and  small  boats. 

The  details  of  unloading  will  be  similar,  except  that  the 
fatigue  details  will  remain  on  board.  Great  care  will  be  taken  to 
avoid  over-crowdingj  and  the  commanding  officer  will  observe  in 
this  respect  the  advice  of  the  official  in  immediate  charge  of  the 
discharge  of  the  ship. 

When  there  is  no  wharf,  each  ship's  boat  will  be  manned  by 
men  of  the  crew  to  row  and  beach  the  boat  after  its  release  by  the 
launch. 

AVhen  the  command  cc^n^ists  of  a  force  carried  in  several 
transports,  the  disembarkation  should  be  under  the  supervision  of 
one  o'Ticer.  It  is  l)olievcd  that  the  best  results  will  follow  if  he 
is  made  an  assistant  to  the  chief  quartermaster  or  the  quarter- 
n  aster  in  charge  of  the  wharf. 

If  no  other  detail  is  made,  the  quartermaster  in  charge  of 
the  wharf  will  fiSt^ume  charge  of  the  disembarkation.  He  should 
be  assisted  by  .such  officers  as  may  be  necessary,  and  the  details 
of  the  plan  of  disembarkation  will  be  communicated  by  him  to 
the  several  transports  as  early  as  practicable,  each  being  assigned 
a  strip  of  the  beach,  or  being  notified  as  to  its  turn  for  coming  to 
the  wharf. 

The  officer  superintending  the  disembarkation,  if  not  at  a 
wharf  or  regular  landing-place,  will  have  a  temp'.trary  headquarters 
on  the  beach,  marked  by   the   quartermasters  guidon,   and  he 


^594820 


38  TUAXSPORTATION     OF     TROOPS     AND     MATERIEL 

should  Jiave  at  lii?  disposal  tlic  means  of  coininunication  with  the 
transports  and  the  various  Umding-places. 

He  should  have  ample  assistance  in  order  that  his  orders 
may  be  promptly  and  intelligently  coinmunicated  and  that  proper 
records  of  the  programme  of  the  disemharkation  may  be  kept  and 
communicated  to  the  commanding  general. 

It  is  essential  that  in  this,  as  well  as  in  all  other  matters  con- 
cerning the  movement  of  troops,  qniet  and  orderly  method  must 
prevail  in  order  to  procure  the  best  results. 

If  the  troops  are  the  first  to  land  on  a  hostile  shore,  it  will 
be  necessary  to  effect  the  landing  by  way  of  surprise,  and  it  will 
invariably  be  covered  by  naval  vessels,  and  in  most  cases  be  pre- 
ceded or  accompanied  by  a  landing  of  njarine  forces. 

Once  the  landing-place  is  decided  upon,  it  is  essential  that 
the  movement  be  carried  forward  with  the  utmost  dispatch.  It 
'is  not  intended  Jiero  to  discuss  what  shall  lie  the  strategical  or 
tactical  features  in  selecting  such  a  landing-place,  but  it  is  desir- 
able that  it  be  so  selected  as  to  afford  ready  means  of  effecting  a 
isafe  and  expeditious  landing  Avith  the  means  at  hand,  and  if  cir- 
cumstances permit,  it  should  be  so  selected  as  to  insure  the  early 
•possession  of  a  well-protected  portion  of  the  coast,  acd,  if  possible, 
a  bay  or  harbor. 

Once  the  landing-place  is  decided  upon  and  the  landing 
is  commenced,  it  becomes  the  first  duty  of  the  commanding  gen- 
eral to  organize  the  administration  of  his  base  and  lines  of 
communication. 

In  most  foreign  services,  especially  the  British,  in  which  all 
campaigns  are  conducted  on  foreign  shores,  a  carefully  planned 


BY     WATF.K.  39 

j^ohonio  is  provided  lor  this  sorvice.  whicli  iiicliulcs  .ill  tlic  staff 
departments,  as  well  as  all  arms  of  tlic  comijalaiil  imops.  With 
us,  liowover.  it  is  usuall}'  held  in  hand  bv  {\\c  commanding  gen- 
eral, who  not  only  commands  the  base  and  lino  of  communica- 
tions and  the  advancing-  army  as  well.  1)iit  i)er forms  oftentimes 
these  dual  functions  with  the  same  stalT. 

Tliis  paper,  however,  is  only  conceniod  witli  the  transport 
feature  of  the  service,  which  still  is  so  important  a  part  of  the 
administration  of  the  base  and  line  of  communications  that  it 
seems  necessary  to  say  this  mucli. 

It  seems  to  be  conceded  tliat  it  will  scarcely  be  possible  for 
any  country  with  a  long  line  of  sea-coast  to  prevent  the  landing 
of  a  determined  and  enterprising  enemy  that  holds  the  command 
of  the  sea. 

As  to  whetlier  sueii  a  landing,  once  made,  can  be  defended 
and  developed  into  a  l)ase  of  operations  is  a  question  that  will 
be  left  to  the  debate  of  the  battlefield,  but  it  will  l)e  very  unwisely 
undertaken  unless  the  means  for  keeping  up  a  How  of  men  and 
supplies  are  such  as  must  ultimiately  give  to  the  invaders  the 
superiority. 

Transports  engaged  in  carrying  an  expeditionary  force  should 
lie  numbered,  carrying  the  numbers  in  large  figures  on  both  sides 
of  the  ship,  bow  and  stern. 

A  special  system  of  signals  Avill  be  provided  to  enable  the 
troops  aboard  any  vessel  to  identify  themselves.  We  have  no  pub- 
lished regulations  on  this  subject,  but  the  provision  would  1)0  made 
upon  the  organization  of  an  expeditionary  force,  and  they  should. 


40  TRAXSPORTATIOK     OF     TROOPS     AND     MATERIEL 

be  of  such  character  as  to  insure  a  fall  understanding,  with  no 
chance  for  mistakes. 

Troops  which  are  to  land  ahead  of  the  supplies  should  be 
required  to  carry  in  their  haversacks  a  sufficient  amount  of  rations 
to  provide  against  shortage  until  the  supplies  can  be  unloaded. 

In  disembarkation  the  men  and  animals  naturally  take  prec- 
^edence,  and  even  if  the  facilities  are  fully  adequate,  it  is  obvious 
that  everything  cannot  be  unloaded  at  once;* consequently  this  is 
one  of  the  times  to  be  recognized  as  an  emergency,  and  the  sol- 
dier jnust  therefore  carry  his  rations  for  a  necessary  period  along 
with  his  ammunition  and  shelter-tent. 

The  English  overcome  this  difficulty  in  a  measure  by  sending 
along  with  the  expedition  a  special  subsistence  ship,  which  be- 
comes a  floating  commissary  depot  and  furnishes  the  subsistence 
supplies  immediately  required  on  landing.  It  is  to  be  doubted, 
however,  if  this  method  will  so  entirely  meet  the  case  as  the 
method  of  having  each  man  carry  the  rations  immediately  re- 
quired. With  us  a  certain  proportion  of  subsistence  supplies  are 
carried  with  the  company  and  regimental  property,  and  if  the 
f.icilities  for  unloading  are  good,  they  can  be  had  almost  imme- 
diately; otherwise  some  waiting  is  likely  to  be  entailed,  when  the 
remedy  is  a  resort  to  the  haversack,  which  under  conditions 
herein  cited  should  contain  not  less  than  three  days'  rations. 


BY     WATER.  41 

IX. 
TRANSPORTATIOX  OF  ANIMALS. 

Arrangement  and  Construction  of  Stalls. — The  stalls  will  be 
so  arranged  that  animals  will  stand  athwartship,  and  provision 
will  be  made  so  that  the  heads  can  bo  reached,  for  purposes  of  feed- 
ing and  watering,  and  the  rear,  for  cleaning  the  stalls. 

The  jmimals  should  be  fed  from  the  floor,  and  there  is  no  bet- 
ter or  more  economical  way  for  watering  them  than  from  buck- 
ets carried  by  hand. 

The  size  of  stalls  will  be  7  feet  6  inches  by  2  feet  6  inches 
between  centers.  The  animlal  should  fit  comparatively  snug  into 
his  stall  as  to  width,  but  it  is  desirable  that  he  have  free  play  fore 
and  aft,  as  this  freedom  enables  him  to  get  his  sea  legs  and  keep 
his  position. 

The  regulation  stanchions  forming  the  corner  posts  of  the 
stall  are  of  3-inch  wrought-iron  pipes.  Malleable  iron  cleats  are 
secured  to  the  stanchion  to  support  the  side  boards.  The  rear 
stanchions  are  provided  with  fittings  admitting  of  the  rear  string- 
ers to  run  in  continuous  lengths,  which  are  made  of  2-inch  by 
12-inch  pine;  side  boards  are  2-inch  by  10-inch  pine.  A  space  of 
14  inches  will  be  left  below  the  stall  boards  at  sides  and  back. 

Xo  breast  bars  will  be  provided,  but  halter  chains  with  end 
and  center  snaps  will  be  provided,  so  that  they  may  be  used  long 
or  short.  They  will  be  well  secured,  two  for  each  stall,  to  the 
front  stiinohion. 

The  deck,  after  being  coated  with  tar  or  properly  painted,  will 
be  sheathed,  except  at  drainage-ways,  with  2-inch  plank  laid  on 


42       TR.AXSrORTATlOX  OF  TROOPS  AND  IMATEPJEL 

2-ineh  by  4-inch  stringers  running  alhwartship.  Six  fore-and- 
aft  cleats,  11/4  inches  by  3  inches,  will  be  put  down  in  each  stall, 
with  an  athAvartship  cleat  of  oak,  2  inches  by  3  inches,  tetwecn 
stalls. 

A  portion  of  the  passage-way  at  the  heads  of  animals  will 
be  arranged  for  feeding  hay  and  grain  on  the  floor. 

Eye-ljolts  will  be  placed  overhead,  for  securing  with  breast 
and  body  slings.  Back  of  stalls  will  be  padded  and  sides  left 
smooth.    Stanchions,  when  of  wood,  should  be  4  inches  by  C  inches. 

Special  attention  nuist  be  given  to  providing  ventilatViu. 
This  should  be  accomplished  by  means  of  electric  blowers.  The 
am.ount  required  by  regulation?  is  135  cubic  feet  per  minute  per 
animal. 

Emljivlcoilon. — The  process  of  embarkation  should  be  carried 
on  as  all  other  work  in  connection  with  animals,  very  quietly  and 
without  excitement.  When  it  is  possible  to  use  ramps,  they  should 
be  availed  of,  as  the  work  can  proceed  by  their  use  much  more 
rapidly,  and  quietl}',  and  without  getting  on  the  nerves  of  the 
animals. 

If  ramps  are  impossible,  then  Hying  stalls  or  slings  will  be 
made  use  of,  in  which  case  the  floor  of  the  liying  stall  will  be  well 
covered  with  hay  or  sawdust  to  prevent  injury  to  the  animals  in 
case  they  are  thrown  on  their  knees.  Similar  jjrotection  should 
be  afforded  at  the  point  of  contact  in  using  the  sling. 

If  ramps  are  used,  the  animals  should, be  started  by  putting 
the  gentlest  ones'  in  the  lead,  when  they  should  be  kept  going  in 
a  continuous  string,  and  upon  reaching  the  deck  should  be  led  at 
once  to  the  most  remote  unoccupied  stalls,  or,  on  leaving  the  ship, 
to  the  temporary  picket-line.     If  a  stubborn  animal  refuses  the 


BY    WATEK.  43 

ramp,  he  should  he  led  aside,  so  as  not  to  excite  his  lu'ighbors,  ami 
if  need  be,  he  can  be  easil}-  forced  up  the  ramp  by  means  of  draw- 
ing forward  on  ropes  alhulu'd  to  the  ^or\^"ard  end  of  the  ramp  and 
passed  back  of  his  haunches. 

A  method  frequently  resorted,  to  in  discharging  animals  in 
the  stream  or  roadstead  is  to  rig  a  plank  through  a  port  and  to 
lead  the  animal  out  on  this  plank,  then  force  liim  (mi  until  he 
overbalances  and  is  plunged  into  the  sea.  This  method,  when 
pursued,  is  eifective,  and  without  danger  to  the  animal  if  properly 
carried  out.  A  few  of  the  first  animals  unloaded  may  have  a  line 
attached  to  the  halter  ajid  be  shown  the  way  to  the  shore  by  meanf* 
of  leading  from  a  boat.  The  others  will  follow.  If  Ihi'rc  is  much 
surf,  the  danger  is  that  the  animals  may  become  frightened  and 
turn  back  to  sea. 

In  lowering  horses  into  lighters  the  utmost  care  is  necessary, 
if  there  is  a  swell  on,  to  prevent  injury,  and  tlie  tackle  must  be 
instantly  slackened  as  the  animals'  feet  touch  the  lighter. 

Ca7'e  of  Animals. — Horses  before  being  embarked  should  be 
shod  before  and  behind,  if  for  immediate  use  on  landing,  and  the 
Toyage  is  sliort.  They  should  not  be  in  high  condition,  and  steady 
work  with  low  diet  will  put  them  in  good  condition  for  a  sea 
voyage. 

They  should  he  neither  watered  nor  fed  before  being  put  on 
board.  The  stable  ordeilies  will  remove  the  manure  as  fast  as  it 
collects,  and  render  such  assistance  to  horses  in  trouble  as  they 
may  require.  In  case  of  accident  to  any  of  the  animals,  they  will 
at  once  notify  the  proper  non-commissioned  officer  or  other  pei'- 
son  in  charge. 


44  I'ltAXSPORTATIOK'     OF     TKOOl'S     AND     MATERIEL 

Tliere  should  be  not  less  than  one  caretaker  to  every  ten 
animals,  with  proper  non-commissioned  officers  for  their  super- 
vision, and  veterinaries  for  care  of  the  sick.  For  the  first  day 
little  feed  and  no  hay  should  be  given.  The  oats  ration  will  then 
be  reduced  to  5  pounds  and  5  pounds  of  bran  will  be  fed  daily. 
The  hay  ration  should  be  reduced.  Mules  will  be  fed  5  pounds 
of  oats  and  4  pounds  of  bran.  Free  use  of  salt  of  the  Artesian 
variety  should  be  made. 

Some  slings  should  be  provided,  so  that  in  smooth  weather 
v/hen  required  they  can  be  adjusted  so  as  to  give  the  animal  a 
chance  to  rest  himself  by  throwing  his  weight  into  them.  Slings 
will,  however,  be  found  of  little  practical  use,  if  there  is  space 
available  where  the  animal  can  be  given  an  opportunity  to  lie 
down. 

Watering. — The  animals  should  be  watered  three  times  a 
day-— in  the  morning  before  feeding,  at  noon,  and  before  afternoon 
stables. 

Grooming. — Horses  should  be  groomed  daily,  particular  at- 
tention being  paid  to  hand-rubbing  the  legs  and  joints  and  spong- 
ing the  eyes,  nostrils,  and  dock.  Every  occasion  should  be  taken 
to  afford  the  animal  an  opportunity  to  change  his  position  and 
get  a  little  exercise. 

Care  must  be  taken  to  keep  the  deck  clean.  It  is  better  to 
remove  manure  as  fast  as  it  accumulates,  rather  than  to  wait  for  a 
regular  hour  for  stable  police. 

Sich  Animals. — A  few  large  stalls  should  be  available  for 
sick  animals.  In  fair  weather  it  Avould  be  well  to  supply  litter 
for  the  sick  animals  to  lie  down,  rather  than  to  use  the  sling. 

In  rough  weather  the  animal  should  be  given  as  free  oppor- 
tunity to  use  his  legs  as  possible,  and  he  will  soon  accommodate 


BY     WATER.  45 

himself  to  the  motion  of  the  ship.  He  is  a  much  b.-ttor  sailor 
than  the  average  of  liis  keepers,  and,  if  free  to  move  witli  the  ship, 
will  preserve  his  poise. 

Unless  absolutely  necessary,  animals  should  not  be  used  for 
several  days  after  landing,  but  they  should  be  given  gentle  exer- 
cise, careful  grooming,  and  good  care. 

Major  J.  C.  Byron  offers  the  following  suggestions;  on  car- 
ing for  animals  at  sea: 

"The  salient  points  which  ought  to  be  considered  in  the  order 
of  their  importance  are.  fresh  air,  plenty  of  cool,  fre=h  water, 
facilities  for  cleanliness,  exercise  space,  stalls,  slings  and  appli- 
ances, feeding,  and  organization  of  force. 

"iSTo  padded  stalls  should  ever  be  placed  on  this  ship,  but 
smooth  boards,  boarded  to  within  16  inches  from  the  floor;  if 
more  space  is  left,  the  animals  kick  each  other;  if  less,  they  get 
their  legs  under  when  they  fall  or  lie  down  and  cannot  get  them 
out.  Ventilation,  flow  of  urine,  and  ease  of  cleaning  require 
that  they  should  not  be  boarded  way  down.  The  stalls  should  be 
narrow,  about  ?  feet  i  inches  wide,  to  keep  them  from. pitch- 
ing about  in  rough  weather,  and  as  long  as  the  ship's  beam  will 
permit.  I  have  measured  the  sway  of  animals  on  the  upper  decks 
in  heavy  weather,  and  found  that  from  the  point  of  the  shoulder  to 
the  buttock  they  would  pass  over  7  feet  G  inches,  while  tlie  ordi- 
nary length  of  the  animal  is  not  above  5  feet.  Stalls  say  6  f€^et 
9  inches  are  all  right,  if  it  is  necessary  to  make  them  that  short." 

If  transportation  is  to  be  in  quiet  waters,  harbors  or  rivers, 
and  for  short  distances,  four  or  five  animals  may  be  placed  to- 
gether in  a  stall.  They  should  be  sufficiently  confined  to  be  kept 
in  position  athwartship. 


46  TKAKSPOKTATION     OF     TEOOI'S     AND     MATEKTEL 

X. 
HANDLING  AND  CAKRIACE  OF  FEEIGHT. 

The  baggage,  equipage,  stores,  rations,  animals,  etc.,  in  the 
hands  of  the  troops  are  handled  l)y  tlie  iroops  under  supervision 
of  their  officers.  All  ropes,  lines,  slings  and  gear  are.  however, 
manipulated  b}-  the  ship's  crew  or  stevedores. 

All  other  classes  of  freight,  stores,  supplies,  and  baggage  are 
handled  and  accounted  for  in  the  t]'ans])ort  service  much  as  the 
same  is  done  in  the  merchant  marine. 

The  ship's  manifest  shows  all  freight,  stores,  supplies,  and 
baggage  carried,  except. such  as  is  in  the  hands  of  the  troops,  and 
feuch  company  and.  regimental  impedimenta  as  has  been  stored  un- 
der the  immediate  supervision  of  regimental  and  company  officers, 
and  such  mess-kits,  etc.,  as  will  be  in  daily  use. 

The  manifests  are  made  up  from  the  check-lists,  verified  as 
the  freight  is  sent  aboard.  To  insure  a  correct  tally,  each  load 
■sent  to  the  ship  for  loading  should  bo  accompanied  by  a  loading 
ticket,  giving  the  list  of  the  property;  this  is  receipted  by  the 
proper  official  on  the  wharf,  and  insures  the  property  being  placed 
on  the  manifest. 

The  freight,  etc.,  on  being  discharged  from  the  ship,  is  again 
checked  against  the  manifest.  Formerly  there  was  great  difficulty 
in  securing  a  proper  check  of  the  manifest,  both  in  loading  and 
discharging,  which  was  largely  due  to  the  fact  that  many  invoices 
of  stores  were  necessarily  split  up  in  being  sent  to  the  wharf  for 
loading,  and  in  some  cases  an  invoice  ^\ould  go  in  parts  on  sev- 
eral different  transports.     As  the  in\oice  goes  direct  to  the  con« 


BY    WATER.  47 

tignee,  tliere  was  no  way  for  (lir  tiansport  officials  lo  kiiow  whether 
i;he  complete  invoice  was  shipped  or  not.  x\s  a  result,  when  but 
:a  portion  of  the  invoice  arrived  at  destination,  the  property  was 
checked  short,  and  when  the  remainder  arrived,  an  apparent  over- 
age would  be  created,  and  for  a  time  much  confusion  resulted. 
These  defects  are  now  remedied,  and  it  is  believed  that  the  pres- 
ent losses  are  vastly  less  than  those  of  the  average  commercial  lines. 

The  stevedores  and  lorcha  nuen  in  foreign  ports  are,  as  a  rule, 
expert  thieves,  and  it  is  exceeding  difticult  to  prevent  petty  thiev- 
ing. This  can  be  remedied  in  a  measure  by  furnishing  a  guard, 
bnt  a  far  better  method  has  been  found  to  be  to  furnish  each  lor- 
cha with  a  transfer  bill  of  the  property  and  charge  any  loss  or 
damage  pro  rata  against  the  crew.  ^lajor  Aleshire,  who  for  a  long 
period  had  charge  of  tlie  water  service  in  the  harbor  of  Manila, 
states  that  this  method,  while  taking  some  time,  produced  tlie 
best  possible  results. 

The  method  of  stevedoring,  checking,  and  accounting  does 
not  differ  from  that  in  vogue  in  the  commercial  world.  It  has 
been  found  far  more  stisfactory  to  hire  our  own  stevedores,  rather 
than  to  contract  for  the  work  at  a  certain  rate  per  ton. 

The  necessity  for  providing  storage  for  freight,  stores,  and 
supplies,  in  the  immediate  vicinity  of  the  landing,  should  be  one 
of  the  first  things  attended  to.  As  in  our  service  the  same  branch 
that  provides  for  the  transportation  also  provides  the  shelter,  no 
reason  exists  for  delay  or  neglect  in  this  matter.  If  the  landing 
is  to  be  made  on  the  open  beach,  paulins  and  storage  tents  will  be 
ihe  substitutes. 


48  TUAXSrORTATlON     OF     TP.OOPS     AXD     MATERIEL 

The  elementary  princijsle  involved  in  loading  and  discharg- 
ing freight  and  impedimenta  from  the  transport  is  the  sequence 
in  which  it  is  necessary  to  land  the  troops  and  stores  on  arrival 
at  the  point  of  disembarkation.  If  the  transports  are  not  under 
convoy,  the  fastest  will  naturally  convey  the  troops  and  stores 
that  should  first  be  landed.  If  under  convoy,  then  those  offering 
the  best  facilities  for  disembarkation  and  discharge  of  cargo 
should  carry  the  troops  and  stores  to  be  first  landed.  The  disem- 
barkation is  so  dependent  for  successful  results  upon  the  proper 
embarkation  that  it  is  essential  that  the  former  proceed  upon  ra- 
tional lines  and  entirely  with  a  \iew  of  facilitating  and  expediting 
the  latter.  It  is  impossible  to  lay  down  general  rules  that  will  fit 
special  cases  further  than  to  say  that  the  articles  first  required 
\^t11  go  in  last  and  the  others  in  the  inverse  order  in  which  they 
are  required;  yet  the  greatest  necessity  exists  that  such  rules  be 
made  so  as  to  remove  all  questions  of  doubt  and  to  afford  all  con- 
cerned the  necessary  information  to  work  in  full  accord. 

The  duties  connected  with  the  disembarkation  and  embarka- 
tion will  devolve  upon  an  officer  of  the  Quartermaster's  Depart- 
ment and  will  involve  the  following  matters : 

1.  The  supervision  of  all  arrangements  for  transferring  the- 
troops,  animals,  provisions,  stores,  and  war  materiel  from  the  ship 
and  receiAdng  them  on  shore. 

2.  The  removal  from  the  wharves  of  all  stores,  supplies,  and 
materiel  not  in  the  hands  of  troops,  and  providing  storage  therefor. 

3.  Providing  for  embarkation  of  sick  and  discharged  men, 
return  of  surplus  supplies  and  stores,  and  troops  returning  for 
anv  reason. 


BY     WATER. 


49 


4.  As  a  rule,  the  same  oflicer  will  have  under  his  charge  the 
provision  of  the  laud  transportation  required  to  forward  the  stores 
thus  received  as  the  troops  advance,  whether  by  rail  or  overland. 

The  local  office  of  the  oiricer  in  charge  should  be  marked  so 
as  to  bo  readil}'  distinguished. 

Size  of  Packages. — One  great  defect  of  handling  our  stores 
until  recently  was  in  the  size  and  strength  of  the  packages.  It 
was  not  unusual  to  find  packages  in  not  very  strong  boxes  weighing 
as  much  as  500  and  COO  pounds  and  even  more,  and  a  400-pound 
box  was  an  ordinary  thing.  Kecently,  however,  the  packages  of 
our  supply  departments  have  been  reduced  in  weight,  and  the 
maximum  now  allowed  is  150  pounds.  Several  sizes  are  afforded, 
all  of  which  meet  conditions  carefully  figured  to  fit  into  an  escort 
wagon  box  and  at  the  same  time  of  proper  size  to  pack  conven- 
iently on  mule-back.  A  package  of  this  size  can  always  be  easily 
handled  by  two  men.  The  great  saving,  however,  is  in  the  mat- 
ter of  breakage.  The  large  packages  before  mentioned  scarcely 
ever  reached  the  storehouse  with  a  whole  skin,  whereas  the  lighter 
boxes  are  rarely  broken. 

On  the  march  to  Pekin  the  packing  of  the  British  supplies 
from  India  and  that  of  the  Japanese  was  greatly  commended. 
The  latter  only  under  extreme  circuniKtances  permitted  their  pack- 
ages to  exceed  100  pounds;  they  were,  as  a  rule,  reinforced  with 
rice  straw  matting,  which  affords  a  very  light  packing  material. 

The  British  package  is  covered  with  a  jute  casing  and  the 
packages  seldomi  exceed  80  pounds — one-half  load  for  their  pack- 
mules. 


50  'rn.vx.si'oiriwi'iON  '  or    tijoops    and    :\[atei!Iei, 

The  Iius^^ian,  French,  and  German  packages  were  all  of  mixed 
sizes.  Many  of  them,  however,  showed  from  their  marks  that 
fhey  had  been  procured  in  the  Eastern  markets  and  were  not  the 
normal  packages  for  military  stores. 

Marking  Packages. — Original  packages  of  stores  and  sup- 
plies in  our  service  are  always  marked  for  identification.  The 
(commissary  stores  with  the  crescent  in  black;  the  ordnance  with 
the  shell  and  flame  in  black ;  the  engineer  stores  with  the  castle  in 
black;  medical  stores  with  the  caduceus  in  red;  Signal  Corps,  its 
device  in  black;  the  Quartermaster's  Department,  its  device  of 
wheel  and  eagle  in  black.  Company,  regimental,  and  other  prop- 
erty is  marked  with  the  letter  of  the  company,  the  number  of  the 
regiment,  etc. 

XL 
EVOLUTION  OF  THE  TRANSPORT  SERVICE. 

From  the  time  of  the  Civil  War  up  to  ISUS  the  Laiited  States 
had  experienced  no  need  for  the  movement  of  troops  by  ocean 
i-outes,  and  at  the  outbreak  of  the  war  with  Spain  in  April  of  that 
year  the  War  Department  waa  without  a  single  ocean-going  vessel 
suitable  for  the  transportation  of  troops  and  supplies  for  service 
over-sea.  ^ 

It  becoming  at  once  evident  that  armies  of  occupation  would 
have  to  be  dispatched  to  the  Spanish  possessions  in  the  West 
Indies,  the  Quartermaster's  Department  was  called  upon  to  im- 
OTiediately  take  steps  to  furnish  and  equip  the  necessary  vessels 
for  that  purpose.     There  were  available  for  the  transport  service 


]i\     WATEK.  51 

only  the  smaller  and  inferior  types  of  ships;  some  of  them  pro- 
vided willi  limited  passenger  accoiniiKKlat  iiiii>.  and  consisting 
princiitallv  of  vessels  engaged  in  eoaslwix'  rrciglit iiig. 

Jn  providing  the  transport  fleet  for  the  movement  to  Cuba 
<md  Porto  Kico,  the  charter  of  every  available  steamship  of  Amer- 
ican registry  on  the  Gulf  and  Atlantic  coasts  was  considered, 
and  the  majority  of  them  were  inspected  to  ascertain  their  fitness. 
Those  found  most  suitable  were  selected  and  hurriedly  fitted  up  for 
the  service  required.  The  faults  of  the  transports  thus  provided 
were  that  they  were  small,  over-crowded,  poorly  ventilated,  un- 
sanitary, and  unsatisfactory,  especially  for  the  warm  climate  of 
the  W^'est  Indies. 

The  naval  victory  of  May  1st  at  Manila  created  a  similar 
^niiergency  on  the  Pacific  for  the  transportation  of  troops  to  the 
Philippines.  Fortunately,  numerous  trans-Pacific  steamers  of 
sufficient  capacity  were  available,  which  furnished  a  better  basis 
for  the  transport  fleet  in  those  waters.  Temporary  provision  was 
made  as  on  the  Atlantic  to  meet  the  changed  requirements  from 
commercial  purposes  to  the  necessities  of  the  military  service. 

The  work  of  refitting  the  vessels  of  both  these  fleets  was 
necessarily  performed  under  pressure  for  time  and  conditions  of 
particular  disadvantage.  It  was  not  found  practicable  to  estab- 
lish in  the  beginning  more  than  a  general  policy  in  refitting,  and 
the  fitting  up  of  temporary  transport  vessels  had  to  be  left  in  a 
great  degree  to  the  judgment  of  those  charged  with  the  work. 
This  resulted  in  the  use  of  more  or  less  diverse  means  for  the 
accomplishment  of  the  ends  in  view. 


52  TRANSPOETATIOX     OV     TROOPS     XSD     MATERIEL 

It  was  clearly  developed,  however,  that  the  use  of  chartered 
vessels,  fitted  as  might  be  found  possible  at  the  immediate  time 
of  use,  was  at  best  an  unsatisfactory  method  of  handling  troops, 
animals,  and  Government  stores.  Therefore  it  was  soon  decided  to 
purchase  the  most  suitable  vessels  obtainable  on  both  coasts  and 
reconstruct  them  into  transports.  In  doing  this  it  was  found  that 
the  steamship  companies  were,  of  course,  unwilling,  except  at  very 
high  prices,  to  dispose  of  their  best  vessels,  and  those  offered  were 
principally  second-rate  ships.  ITence,  in  order  to  avoid  exorbitant 
prices,  the  Government  was  forced  to  make  selection  from  a 
rather  varied  assortment  of  the  older  type  of  foreign-built  ships, 
with  the  exception  of  the  fleet  of  one  of  the  large  Xew  York  and 
London  lines,  the  Atlantic  Transport  Company.  This  company, 
through  its  American  president,  tendered  practically  its  entire  fleet 
for  sale  to  the  Depai-tment,  and  eight  of  its  best  and  fairly  modem 
steamships  were  purchased.  These  ships  were  engaged  principally 
in  the  transportation  of  general  freight,  cattle  and  dressed  meats; 
the  la,rgest  vessels  were  fitted  to  carry  a  few  first-class  passengers. 

In  all,  23  ocean-going  ships,  5  coastwise  ships,  and  numer- 
ous tugs,  lighters,  barges,  dispatch-boats,  etc.,  became  the  prop- 
erty of  the  Government.  Under  emergency,  resort  was  still  had 
to  charter  to  fill  temporary  additional  needs.  At  the  height  of 
the  development  the  owned  and  chartered  vessels  of  the  trans- 
port service,  including  all  classes  of  craft,  numbered  a  total  of 
125.  In  addition  to  these,  upwards  of  200  small  craft  were  em- 
ployed in  the  inter-island  service  of  the  Philippines. 

The  work  performed  by  this  transport  fleet  from  the  out- 


liY     WATER.  53 

break  of  the  war  to  June  30,  1903,  exclusive  of  inter-island  traMi(\ 
consisted  briefly  as  follows : 

Armies  were  transported  consisting  of — 
17,460  men  to  Porto  Rico; 
65,6l5i  men  to  Cuba; 
75,731^  men  to  the  Philippine  Islands; 
3,000  men  to  China; 

With  animals,  impedimenta,   attaches,   camp-followers, 
and  stores. 
The  total  service  furnished  comprised  the  following: 
620,787  persons; 
73,438  animals; 
772,709  ton?  of  materials; 
6,000,000  miscellaneous  packages; 
5,000,000  pounds  of  mail  matter; 
And  betw^een  $30,000,000  and  $40,000,000  in  currency 
and  coin. 
This  entire  work  was  performed  without  the  loss  of  a  single 
life  chargeable  to  any  act  or  neglect  of  the  service. 

Following  their  acquirement,  the  owned  ships,  as  rapidly 
as  possible,  were  completely  reconstructed  to  meet  the  special  re- 
quirements of  the  military  service  as  evidenced  by  the  experience 
gained.  This  process  of  reconstruction  consisted  of  stripping  the 
vessels  to  the  bare  hulls,  leaving  in  position  only  the  lower  decks, 
watertight  bulkheads,  and  parts  of  the  machinery.  The  matter  of 
refitting  was  made  the  subject  of  careful  study,  and  the  necessary 
provision  was  made  for  the  sleeping,  messing,  and  exercising  of 
the  men;   hospital   and  isolation    wards;   lavatory,    latrine,   and 


54  ■!'i;a.\m'()i;t.\tion    of    ri;ooi's    and    aia'1'i:j!1KL 

bathing  facilities;  troop  gaJleys  and  bakerie?,  storerooms,  ice- 
houses, and  cold-storage  chambers;  troop  laundries  and  mess-kit 
washing  facilities,  electric  plants,  ventilating  plants,  distilBng 
plants,  sanitary,  fire,  fresh  water,  and  heating  systems,  and  a 
miititude  of  other  necessar\'  fittings  for  the  successful  transporfa- 
tion  and  maintenance  of  from  1.500  to  2.-100  human  lives  for  a 
period  of  from  thirty  to  sixty  days  at  sea. 

In  refitting  these  ships,  the  'tveen-  and  orlop-decks  were 
used  as  l)erthin^-spaces  for  the  troops,  and  on  the  best,  type  of 
.transport  116  cubic  feet  of  air-space  is  allowed  for  each  berth, 
making  available  space  for  about  1,800  berths. 

These  berths  are  of  the  metal  standee  pattern,  placed  in  dou- 
ble and  single  rows,  and  in  tiers  of  three  high,  rigidly  fitted  in 
position,  yet  so  arranged  as  to  be  portable  if  required  to  clear  the 
space  for  other  purijoses.  The  bottoms  are  of  canvas  laced  in 
position,  and  can  be  removed  and  laundered  after  each  trip.  Aisles 
are  provided  between  tiers,  along  the  ship's  sides,  at  ends  of  com- 
partments, and  at  convenient  spaces  every  18  to  24  feet  across 
the  ship.  Easy  access  from  these  aisles  is  arranged  to  companion 
ladderways  in  each  hatchway. 

Over  the  berths  are  placed  racks  for  life-preservers,  and 
along  the  sides  and  ends  of  each  compartment  are  arranged  the 
gun-racks  for  storage  in  place  of  the  troops'  arms.  At  the  head 
of  each  bunk  suitable  hooks  are  fixed,  upon  which  knapsacks  and 
other  accouterments  are  hung. 

The  main  deck  is  principally  set  aside  for  messing  and  lava- 
tory accommodations,  the  extreme  forward  end  teing  cut  off  for 
use  of  ship's  crew.     On  this  deck  wash-rooms  and  lavatories  are 


n\    \\ATi:n.  oo 

provided,  ono  foiAvard  and  another  aft.  'Vhav  lavatories  extend 
the  full  width  of  the  ship,  and  conipriM'  a  total  length  of  80  feet. 
Accommodations  of  this  character  have  l)een  found  desirable  in 
fhe  following  proportions : 

Washbasins,  8  per  cent  of  total  persons  carried; 

Bathing  facilities   (showers).  1  per  cent; 

Watercloset  aeconimodations,  5  per  cent; 

Clotlies-washing  tnl)s.  ahoul  1  ' -j  per  rent. 
Entirelv    se]iarate    toilet    pr()vi>i()ii    i>    iiiaile    for    the    erew. 
Water,  salt  and   fre-li.  is  provided,  hot  nr  eold.  as  desired,  in  all 
toilvt-roonis  thrnughout  the  vessel. 

The  troops'  mess-rooms  occupy  three  central  compartments 
of  the  main  deck,  Avith  a  total  length  of  250  feet  by  50  feet  in 
width.  Folding  mess-tables  and  benches  are  provided  for  GOO 
men  at  a  sitting.  When  not  in  use.  tliese  are  folded  and  slid  into 
racks  or  slung  from  o\  ei'lii';iil.  'i'lic  -imce  thii>  clejii'ed  is  a\  ail- 
able  for  drill,  exercise,  and  recreation.  Sinks,  or  long  troughs, 
with  running  water  and  heating  coils,  arc  provided  along  the  si'deg 
of  the  mess-deck  for  washing  mess-kits  and  utensils. 

The  galley  is  equipped  with  modern  devices  for  economical 
service  of  food,  and  is  located  between  the  mess-rooms. 

This  galley  is  arranged  with  a  serving-window  its  entire 
length,  from  which  the  troops  are  served  as  they  file  past  to  mess- 
rooms.  The  experience  of  the  department  has5  been  that  this  is 
the  most  expeditious  method  of  messing  and  accomplishes  the 
distribution  of  the  food  with  greatest  precision  and  least  confusion. 
The  hospital  is  placed  at  the  after  end  of  the  main  deck  and 
is  calculated  to  furnish  .accommodations  for  S'/o  per  cent  of  the 


56  Ti;ANSl'01?TATI0>f     OF     TROOPS     AND     MATERIEL 

total  persons  carried.  The  berths  are  of  the  usual  type,  white 
enameled,  in  rows,  two  tiers  high.  Diet  kitchen,  dispensar}', 
operating-room,  surgeon's  ofiice,  attendants'  quarters,  separate 
toilet  and  lavator}-,  and  linen-room  adjoin  and  connect  with  the 
hospital  ward.  Two  decks  ahove  the  main  hospital,  and  connected 
with  it  by  stairs,  are  the  isolation  ward  for  contagious  cases,  and 
the  refractory  ward  for  insane  patients.  Separate  toilets  and 
lavatories  are  provided,  connecting  with  each  of  these  wards. 

The  midship  section  of  the  spar-deci:  is  reserved  for  cabin 
accommodations,  dining-saloon,  and  other  similar  purposes  for 
officers  and  their  families. 

The  greater  portion  of  the  spar-deck  is  separately  cut  off, 
and  arranged  with  reading-  and  writing-room,  and  for  exercise 
and  recreation  space  for  enlisted  men. 

The  promenade-deck  is  arranged  for  first-class  cabin  accom- 
modations for  officers  and  families,  and  on  this  deck  is  placed  the 
office  of  the  transport  quartermaster. 

The  freight-holds,  baggage-  and  mail-rooms,  storage-room  for 
ship's  commissary  and  hospital  stores,  and  refrigerating-cham- 
bers  are  variously  arranged  below  the  lower  troop  berthing-decks. 

Owing  to  the  fact  that  the  service  furnished  by  these  vessels 
is  largely  in  the  tropics,  and  on  runs  averaging  sixty  days  or  more, 
especial  attention  has  been  given  the  subject  of  refrigeration.  It 
has  been  found  advantageous  to  provide  a  number  of  chambers 
capable  of  being  simultaneously  run  at  differing  temperatures. 
The  plant  consists  of  two  8-ton  refrigerating  machines. 

Mechanical  ventilation  is  provided  capable  of  furnishing 
100,000  cubic  feet  of  air  per  minute  throughout  the  living  quar- 


BY    WATER.  57 

lers  of  the  ship  below  the  promenade-deck,  and  this  fresh  air  is 
supplied  cold  or  heated  as  the  season  may  require. 

Fresh  water  is  provided  in  the  customary  m.anner  by  storage 
in  double-bottom  compartments  supplemented  by  distillation. 

XTI. 
AUXILIAKY  TRAj^SPOKTS. 

It  is  not  to  be  supposed  that  our  existing  transport  system 
taxed  to  its  full  capacity  will  be  able  to  meet  the  requirements  for 
transporting  an  expeditionary  force  of  large  magnitude  without 
ihe  supplementary  aid  of  additional  vessels  procured  by  charter. 
Commercial  vessels  of  the  class  usually  available  for  short-term 
charter  are  unsuited,  without  considerable  refitting  and  alteration, 
for  the  carriage  of  troops  and  military  supplies  and  stores,  or 
for  the  successful  transport  of  animals. 

Inasmuch  as  the  temporary  refitting  of  vessels  chartered 
for  ocean  transport  service  is  an  operation  requiring  great  dis- 
patch, the  alterations  and  additions  will  be  made,  as  a  rule,  at  the 
port  from  which  the  movement  is  scheduled  to  take  place. 

In  order  to  ell'ect  this  without  delay,  it  is  necessary  to  have 
at  hand  certain  information  gathered  in  advance,  and  regularly 
kept  up  to  date  through  a  system  of  reports  so  arranged  as  to  give 
accurate  data  at  any  time  desired.  By  this  means  it  will  be  an 
easy  matter  to  meet  the  requirements  of  practically  any  condition 
that  may  arise  with  a  'degree  of  exactness,  and  avoidance  of  con- 
fusion not  otherwise  obtainable,  so  far  as  the  fleet  available  for 
•charter  will  make  it  possible. 


58  Tfx'AX.-irOKTATiON      OF     TltOOrS     AND     .MAT]:i{7F.L 

1.  ^Maintain  on  file  dock-plans  and  an  accurate  description 
of  every  vesi^el  available  for  charter  for  transport  service,  show- 
ing also  name  of  owner  and  rate  at  which  charter  would  be  made 
and  the  alterations  required  to  temporarily  fit  her  for  military 
transport  service — showing  l)riefly  the  requirements  for  infantry 
and  freight,  cavalry  or  artillery  and  freight,  freight  exclusively, 
and  animals  exclusively. 

2.  In  each  instance  indicate  the  number  of  each  class  of 
mechanics  required  to  do  the  temporal-}'  reiitting  in.  say,  five  to 
twenty  days'  time,  counting  twenty-four  hours,  with  three  daily 
shifts  of  eight  hours  each. 

3.  Tn  indicating  the  changes  to  be  made,  a  precise  descrip- 
tion should  be  given  not  only  of  the  interior  structural  modifica- 
tions within  the  vessel,  but  the  mechanical  or  other  appliances  to 
be  installed  should  be  plainly  described  and  illustrated.  These 
should  be  simple  and  of  readiiv  dlitaiiialile  character,  and  men- 
tion should  be  made  of  methods  by  which  appliances  may  be  im» 
provised  from  means  at  hand  in  case  necessity  should  arise  for 
makeshift  measures.  There  sliould  also  be  shown  such  means  as 
should  be  provided  for  loading  and  unloading,  additional  boatsj 
launches,  barges,  etc. 

4.  A  list  should  be  made  of  the  various  ports  from  which 
expeditions  M^ould  be  likely  to  set  forth,  also  a  full  description  of 
the  facilities  to  be  found  available  for  dispatching  an  expedition 
without  unduly  interfering  with  the  current  traffic,  and  the  names 
of  firms  and  individual.-  at  each  Iroin  wlioiii  rcrpiired  material 
and  la.bor  could  be  quickly  ol)tained  in  case  of  emergency,  and 


in     WATKH.  5*.) 

showinir  tlie  ruling  jiriri^?  for  tlie  different  ela.-sis  of  material  and 
labor  likely  to  bo  required. 

By  the  advance  provision  and  maintenance  of  this  informa- 
tion, it  .would  be  pos>il)le  to  charter  ship>  at  available  point?, 
place  them  in  the  hands  of  a  suital)le  olYicial  of  good  judgment 
in  such  matters,  atVord  all  the  information  relating  to  the  exist- 
ing statu?  and.  necesgary  change?  in  a  certain  ship  for  whatever 
class  of  service  required,  put  aboard  of  her  wherever  found  the 
mechanics  and  material?  in  specific  number  and  quantity  as  pre- 
viously calculated  by  a  competent  expert,  immediately  hegln  the 
work  of  refitting  wliile  en  ronlr  to  designated  port  of  embarka- 
tion, and  complete  the  required  changes  with  a  degree  of  accu- 
racy, economy,  and  rapidity  by  no  other  means  obtainable ;  all 
in  conformity  to  a  general  plan  of  action  shown  by  experience 
to  be  the  best. 

As  an  illustration  of  the  possibilities  in  this  connection  in 
a  small  way.  it  may  be  stated  that  in  .\i)ril.  1002.  just  ])ri'vi(iu> 
to  the  evacuation  of  Cuba  bv  the  American  forces,  it  became  nec- 
essary to  remove  within  a  limited  time,  owing  to  quarantine  con- 
ditions, a  large  number  of  animals  and  attendant?  from  the 
island. 

Not  a  single  ship  was  immediately  available  in  Cuban  waters 
for  the  service.  Those  offered  in  response  to  informal  invitation 
for  proposals  were  not  fitted  for  the  .-pecial  service  required,  and 
most  of  them  were,  furthermore,  at  ports  in  Mexico,  South  .Vmcr- 
ica.  Central  America,  and  the  Gulf  State?,  or  they  were  on  Um 
high  seas  to  or  from  such  ports. 


60  TUANSPORTATIOX     OF     TKOOi'S     AKD     MATERIEL 

A  definite  plan  of  refitting  was  established  and  the  neces- 
sary orders  were  given  that  resulted  in  the  inauguration  of  the 
alterations  along  this  general  plan  while  the  vessels  were  still  ait 
the  various  ports  where  engaged.  The  work  was  prosecuted  while 
-at  sea  en  route  to  points  of  embarkation  and  between  points  of 
embarkation.  As  a  result,  without  confusion,  and  without  the 
loss  or  injury  of  a  single  animal  or  man,  contracts  were  made, 
vessels  fitted  and  assembled,  and  3,000  animals  and  800  attend- 
ants were  collected  from  eleven  different  points  in  Cuba,  and  dis- 
tributed to  twelve  different  points  in  the  United  States  dur- 
ing the  twenty-seven-day  period  from  April  4th  to  April  30th. 
Every  vessel  was  provided  with  required  accommodations  for  at- 
tendants and  with  facilities  for  feeding  and  watering,  with  neces- 
sary stalls  and  ample  ventilation  for  the  animals  carried.  These 
were  furnished  almost  entirely  by  improvising  the  means  from 
the  material  found  at  hand  in  foreign  ports.  The  average  cost 
of  this  shipment  was  the  lowest  ever  made  by  the  Department  be- 
tween the  points  concerned. 

In  calculating  the  number  of  troops  that  a  ship  will  carry, 
a  rough  estimate  can  be  had  by  dividing  the  gross  tonnage  by 
4V2.     This  will  permit  the  cai-riage  of  ordinary  impedimenta. 

Animals  will  require  from  7I/2  to  10  tons  each.  For  a  large 
comlmand  of  all  arms,  carrying  animals  and  trains  in  full  com- 
plements, 9  or  10  tons  per  man  should  be  allowed. 


BY    WATER.  61 

XIII. 

PRELIMIXAKY   KNOWLEDGE. 

When  a  state  of  war  exists,  all  that  is  said  in  this  paper  on 
the  subject  of  transport  presupposes  that  naval  action  has  antici- 
pated the  movement  of  troops  by  water,  and  that  the  Navy  has 
gained  control  of  the  sea,  and  is  in  a  position  to  protect  the  trans- 
port fleets  from  the  hostile  demonstrations  of  the  enemy. 

Whilst  for  short  distances  over-sea  consecutive  voyages  may 
be  relied  upon,  it  is  to  be  regarded  as  a  principle  only  to  be  de- 
parted from  under  special  circumstances  that  the  first  outward 
expedition  should  be  complete,  both  in  number  of  troops  and 
munitions  of  war,  sufficient  to  establish  and  defend  a  base,  if  not 
to  undertake  vigorous  aggressive  action ;  otherwise  the  landing  of 
an  insufficient  force  on  an  enemy's  coast  may  subject  it  to  being 
overwhelmed  before  reinforcements  can  arrive. 

In  contemplating  the  plan  to  be  pursued  in  prosecuting  a 
movement  across  the  seas,  the  Army  should  be  possessed  of  knowl- 
edge upon  the  following  points  through  the  Division  of  Military 
Information :  , 

1.  As  full  a  knowledge  as  possible  of  the  theater  of  opera- 
tions, including  its  topography,  its  comnmnications,  and  facilities 
for  transport. 

3.  An  estimate  of  the  strength  and  composition  of  the  force 
it  will  be  possible  for  the  enemy  to  oppose  to  the  disembarkation 
or  which  he  can  place  across  the  prospective  line  of  advance. 

3,  The  resources  of  the  district  whose  invasion  is  con- 
templated, and  all  local  information,  including  information  as 


62  'ji;.\N''^i'Ojn ATiox    oi'    xnoors    wu    .mati;i;iel 

to   canijj-j^itotf,    climate,    facilities    for    landing   troops,    defensive 
positions,  etc. 

The  Navy  should  he  able  to  furnish  necessary  information 
upon  the  following  points : 

1.  Tlu'  naval  force  necessary  to  protect  the  convoy,  and 
wlicthci-  the  connection  ^^^ith  the  home  ports  can  he  maintained. 

2.  The  proper  point  to  be  selected  for  disembarkation;  the 
difficulties  to  be  encountered  and  the  advantages  possessed;  the 
character  of  the  anchorage,  tides,  currents,  etc. 

3.  The  ports  on  the  coast,  their  resources,  facilities  for  en- 
trance, their  dimensions,  depth  of  water,  and  availability  for 
protection. 

4.  The  defenses  of  the  enemy's  coasts  and  the  practicabil- 
ity of  co-operation  with  the  Army  in  attacking  them. 

XIV, 

CONVOYS. 

Whether  or  not  the  transport  will  be  placed  under  convoy 
of  warships  will  be  for  the  War  Department  to  decide  after  con- 
sultation with  the  Navy  Department.  It  ^vill  l)e  for  the  latter 
Department  to  render  an  opinion  as  to  whether  the  seas  are  safe 
from  the  depredations  of  the  enemy,  and  whether  or  not  war- 
vessel?  are  available  for  convoy  service. 

Once  the  question  of  convoy  has  been  decided,  absolute  com- 
pliance with  the  orders  and  signals  given  by  the  officer  in  com- 
mand of  the  convoy  will  be  enforced. 


BY     WATEIi.  63 

Should  the  transport  become  separated  Irdiii  the  i-onvnv,  everv 
effort  will  be  made  to  regain  it  or  reach  the  destination  or  ren- 
dezvou.<  and  to  avoid  capture  by  the  enemy. 

Should  the  olVicer  in  command  of  the  convoy  have  given 
orders  covering  the  case  of  a  vessel  becoming  separated  from  the 
convoy,  those  orders  will  he  rigidly  complied  with. 

^\'ritten  orders,  giving  tlie  general  instructions  for  and  sail- 
ing formation  of  the  ships  under  convoy,  and  any  signals  that 
may  be  prescribed  or  agreed  upon,  will  be  given  by  the  officer  in 
command  of  the  co7ivoy  to  the  transport  quartermaster,  who  will 
see  that  the  master  is  furiiislied  witli  a  copy  thereof. 

XV. 

coMM  I-:  N'^rs. 

Our  present  transport  system,  counting  active  and  inactive 
vessels;  is  capable  of  carrying  15.000  men,  baggage,  and  camp 
equipage,  with  supplies  for  two  months;  not  counting,  however, 
on  carrying  any  animals  either  for  cavalry  or  transport,  or  for 
artillery.  For  the  carriage  of  an  army  corps  consisting  of  36,570 
men,  together  with  the  necessary  animals,  guns,  and  all  classes  of 
impedimenta,  thoro  would  be  re'|iiired  not  loss  tluiii  320,00(» 
tons  of  shi]»piiig.  and  this  would  not  iiic-lmlc  any  su])plics  othei* 
than  what  will  be  required  for  immediate  use. 

For  the  transport  of  an  army  of  100,000  men,  fully 
equipped  for  field  service,  with  a  proper  proportion  of  cav- 
alry, artillery,  field  transport,  engineers,  signal  corps,  hospital 
equipment,  siege  guns,  etc.,  and  with  supplies  sufficient  to  last 


64  tr.ax.spoi.tatio.n    of    troops    and    materiel 

for  a  period  of  sixty  days,  a  fleet  of  something  mOre  "than  1,000,000 
tons  would  be  required.  In  other  words,  were  the  combined  fleets 
of  the  International  Mercantile  Marine,  including  as  it  does  nearly 
all  the  great  trans-Atlantic  shipping  companies,  offered  to  the 
Government  for  the  purpose  of  carrying  to  foreign  shores  an  army 
of  100,000  men,  it  would  fall  short  by  some  thousands  of  tons  of 
accomplishing  th6  purpose. 

The  total  American  tonnage  on  the  Pacific  coast,  exclusive 
of  our  transports,  is  303,739. 

The  total  American  tonnage  on  the  Atlantic  coast  is  498,133. 
It  can  be  figured  that  on  the  Pacific  we  can  put  to  sea  with 
an  army  of  about  -10,000  men,  provided  we  can  make  use  of  all 
the  American  bottoms  there  afloat. 

On  the  Atlantic  coast  we  could  put  to  sea  with  an  army  of 
about  60,000  men. 

It  is  not  intended  to  present  here  a  plea  for  increasing  our 
mercantile  marine.  Xor  is  it  thought  necessary  to  recount  the 
advantages  such  an  increase  would  be  in  enlarging  our  commerce, 
strengthening  our  J^avy,  and  giving  value  to  our  Army.  But  it 
is  tliought  proper  to  point  out  the  limitation  to  our  arms  under 
present  conditions. 

These  conditions  limit  our  aggressive  war -making  power  on 
land  across  the  sea  to  the  following  caseS;  assuming  that  we 
first  obtain  control  of  the  sea: 

1.  To  those  nations  against  which  we  can  form  an  alliance 
and  thereby  procure  a  landing  on  friendly  territory  within  strik- 
ing distance. 


B\     ^VATER.  65 

2.  To  those  nations  that  have  weak  colonies  which  may  be 
overcome  by  the  forces  we  can  carry  in  a  single  expedition  and 
augment  more  rapidly  than  can  the  enemy. 

3.  Those  nations  that  are  so  weak  tliat  no  force  can  be  con- 
centrated greater  tlian  that  curried  by  the  fiv^i  f'\i)edition  be- 
fore it  is  augmented. 

The  astounding  developments  of  1898  at  once  projected  this 
country  into  the  arena  of  world  politics  through  the  operation 
of  forces,  the  origin  of  which  no  one  foresaw,  and  the  outcome  of 
which  no  one  can  now  foretell. 

Questions  of  the  national  defense  have  assumed  an  aspect 
hitherto  undreamed  of.  The  protection  of  our  own  coasts  has 
hitherto  been  our  most  vital  concern,  involving  as  it  would  pro- 
vision against  attacks  by  powers  whose  forces  would  likely  be 
brought  from  points  beyond  the  sea,  witli  practically  every  ques- 
tion of  transport  for  them  to  solve,  and  with  our  position  pecu- 
liarly happy  from  every  standpoint  of  defense. 

To-day  we  have  Porto  Eico,  a  measure  of  interest  in  Cuba, 
the  Panama  Canal  Zone,  Hawaii,  Guam,  and  other  small  islands 
of  the  Pacific,  and  in  addition  to  these  the  complex  problem  of 
the  Philippines;  and  finally,  that  national  ])olicy  we  call  the  Mon- 
roe Doctrine,  which  is  alike  the  despair  of  the  commercial  inter- 
ests and  the  problem  of  the  di|)lonial.<  of  tlie  great  powers  of 
the  world. 

With  interests  so  remote,  and  so  widely  scattered,  the  ques- 
tion has  become  one  involving  extensive  operations  of  an  offen- 
isive  character  in  case  of  attack  by  any  foreign  power.  Troops, 
supplies,  and  munitions  of  war  must  now  be  conveyed  by  us  to 


(36  tuanspoim'atiois'    of    Ti.oors    a^d    :\[AJ'En]EL 

distant  points  of  conflict,  and  the  vast  extent  of  the  provision  to 
be  made  is  a  point  upon  which  we  well  may  ponder.  Xo  effort 
has  been  made  in  this  paper  to  indicate  any  method  of  enlarg- 
ing the  means  we  now  possess.  Imt  merely  how  to  make  good 
use  of  what  will  come  to  our  hand.  Added  means  would  increase 
our  power  and  broaden  our  possibilities. 

In  the  regulation  and  government  of  nations  certain  func- 
tions are  natural  and  primary.  The  first  of  these  is  the  war 
power,  and  without  it  no  nation  can  have  an  independent  exist- 
ence. Once  the  war  power  of  the  nation  is  limited,  the  influence 
"upon  the  civilization  of  the  world  is  correspondmgly  reduced. 

The  ceaseless  efforts  of  nations  to  attain  supremacy  in  com- 
merce, wealth,  and  power  liend  every  energ}^  to  develop  and 
strengthen  the  resources  from  which  tho«e  elements  are  derived. 
Only  by  the  fullest  development  of  those  resources  can  be  de- 
fended our  common  interests  against  tlie  commercial  aggressions 
of  the  nations  of  the  world.  When  or  under  what  circumstances 
friendly  commercial  rivalry  will  be  converted  into  armed  hostil- 
ity, who  shall  say  ? 

Where  or  with  what  j^ower  our  next  conflict  is  likely  to  arise 
is  not  for  us  to  guess.  May  we  not  venture  the  hope  that  care- 
ful foresight  and  a  constant  state  of  increasing  preparedness  may 
be  the  price  of  peace? 


Transportation  of  Troops  and  iMateriel 
by  Rail. 


I. 

HISTORY  OF  MILITAHY  USE  OF  RAILWAYS. 

The  first  use  of  railways  for  military  purposes  was  had  in 
the  Crimean  War. 

After  a  period  of  great  suiTering  for  the  troops  engaged  in 
the  siege  of  Sehastopol,  owing  to  the  difliculty  of  communicat- 
ing  with  the  base  at  Balaklava,  a  single-track  railroad  was  finally 
constructed.  The  railroad,  however,  never  had  sufficient  capacity 
to  carry  the  supplies  required  by  the  army  engaged  in  the  siege, 
and  it  was  very  evident  that  any  shifting  of  the  scene  of  oper- 
ation? would  render  the  railway  entirely  useless. 

It  was  not  until  after  the  demonstration  afforded  by  the 
Civil  War  that  the  power  of  railroads  as  an  auxiliary  means  of 
transportatioi  for  troojis  and  sii])]>lios  \\a>  ])i-on()inieod  by  mil- 
itary men  to  b(^  cirrciivr. 

As:ain.  in  1llo^^al■  IkIwcch  Austria  and  I'riissia.  ilic  Franco- 
Prussian  ^\'ar  and  tho  Kusso-'J'urkisii  War  tlicy  were  used  to 
the  limit  of  tlieir  capacity. 

The  most  extensive  use  made,  however,  of  railroads  for  the 
supply  of  armies  was  during  the  Civil  War.  when  the  Union 
.irniif'S.  both   in  the  Knst  and  West,  as  well   as  the  ("onfederatc 

67 


68  TRANSPOETATIOX     OF     TLOOPS     AND     MATERJEL 

armies,  made  every  possible  use  of  this  means  of  transport  and 
directed  the  best,  efforts  of  their  most  energetic  commanders  at 
raiding  and  destrojdng  this  means  of  the  enemy's  communication. 

The  operations  of  the  great  Siljorian  llailway  in  the  pres- 
ent war  are  exploited  daily  in  the  press  and  constitute  a  topic  of 
daily  discussion. 

It  is  interesting  to  note  in  passing  that  the  first  intimation 
of  any  military  use  to  be  made  of  railroads,  so  far  as  known,  was 
made  in  an  official  report  rendered  in  August,.  183fi,  by  General 
E.  P.  Gaines,  of  the  United  State  Arm}',  six  years  after  the 
first  railroad  in  the  United  States  was  put  in  operation,  and 
at  a  time  when  there  were  scarce  a  thousand  miles  of  road  built. 

General  Gaines  in  his  report  proposes  that  the  Government 
construct  railroads  from  a  central  point  in  our  domain  for  the 
rapid  transport  of  men  and  munitions  of  war  to  such  points  as 
might  be  threatened  by  an  invading  army.  In  his  argument  he 
offers  the  following: 

*' Against  the  loss  of  a  fleet  at  sea,  or  the  loss  of  several  fleets 
in  succession,  added  to  the  loss  of  our  foreign  commerce  whilst 
threatened  by  victorious  foreign  fleets  and  armies  arrayed  against 
us  from  without,  having  our  railroads  held  ready  for  action  from 
within,  we  should  find  perfect  security  and  retain  the  sure  ele- 
ments of  prosperity  throughout  our  national  domain;  Whereas, 
if  we  give  up  the  proposed  system  of  railroads,  the  loss  of  our  fleets 
would,  in  eflfect,  be  nothing  less  than  the  loss  of  our  national 
existence." 

The  most  powerful  ineans  of  auxiliary  transport  that  will 
be  available  for  military  operations  within  our  boundaries  are 


BY    JtAIL.  69 

the  railways  of  our  country.  Their  valuf  is  so  great  that  one 
turns  instantly  to  them  upon  any  order  for  mobilization.  No 
other  means  aside  from  water  routes  are  thought  of.  For- 
tunateh^  the  system  of  railroads  in  our  own  country  forms  such 
a  network  that  it  is  a  comparatively  easy  matter  to  elTect  a  con- 
centration at  almost  any  desired  point  by  their  use. 

The  vast  advantage  that  rail  transport  possesses  over  wheeled 
vehicles  can  be  no  more  strongly  emphasized  than  in  quoting  the 
following  statistics : 

"In  1860  only  36,000,000  pounds  of  freight  were  carried  by 
caravan  westward  over  the  old  Santa  Fe  Trail,  but  it  required 
over  11,000  men,  800  horses,  nearly  7,000  wagons,  7,000  mules, 
and  68,000  oxen  to  do  the  work. 

"The  freight  charges  amounted  to  $5,400,000. 

"To-day  a  single  freight  train,  with  consolidation  engine 
and  a  crew  of  7  men,  takes  50  loads,  more  than  3,000,000  pounds 
of  freight,  over  this  same  old  Santa  Fe  Trail,  from  the  river  to 
the  mountain. 

"Eunning  sixty  minutes  apart,  twelve  hours  will  see  all  the 
freight  moved  over  Eaton  Pass  that  the  army  of  freighters  in 
1860  took  twelve  months  to  carry." 

The  manner  of  using  railroads  for  an  expeditionary  force 
is  materially  different  from  the  manner  of  usipg  ocean-going  ves- 
sels, which  are  brought  more  or  less  under  the  complete  control 
of  Government  authority,  either  by  purchase  or  charter.  And 
again  it  differs  from  tlie  land  transport,  as  the  latter  is  usually 
also  subject  completely  to  military  control. 


70  TRAXSPORTATlOy     OF     TROOPS     AND     ^tlATERIEL 

Tho  railroads  of  the  country  will  not  like]}",  however,  in  time 
of  stress  be  placi'd  under  military  control,  though  during  thd^ 
Civil  War^  under  the  Act  of  January  31,  1802,  the  President  was 
authorized  to  take  military  possession  of  all  railroads  in  the 
United  States.  A  general  order  was  issued  by  the  War  Depart- 
ment technically  assuming  this  military  possession,  thereby  reu'* 
daring  the  railroads  of  the  country  subject  to  direct  military  au- 
thority. I'he  railway  service,  ho^vever,  was  performed  so  zeal- 
ously and  satisfactorily  by  the  railroads  of  the  loyal  States  that 
it  was  never  necessary  actually  to  exercise  this  military  authority; 
over  any  road  not  within  the  limits  of  an  insurgent  State. 

During  the  early  part  of  the  Civil  War  tlie  railway  servicd- 
for  the  Army,  though  promptly  performed,  suffered  from  the  com- 
plaints and  rivalry  of  the  various  transportation  companies,  and 
especially  for  the  want  of  a  fixed  and  uniform  basis  of  compen- 
sation. This  ^^'as  later  corrected  by  pul^lication  of  an  order  by 
the  Secretary  of  "War  pi'oviding  a  uniform  basis  of  settlement. 
This  was  not  wholly  satisfactor}-,  however,  and  in  the  spring  of 
1862  a  convention  of  managers  was  called  and  a  uniform  tariff' 
for  military  service  Avas  adopted  and  accepted  by  all  but  two  of 
the  roads  operating  in  the  loyal  States. 

As  the  Army  advanced  southward  the  Quartermaster's  De- 
partment took  possession  of  and  repaired  railways  abandoned  by 
their  owners  and  managers,  furnished  equipment  for  them  andi 
operated  them  in  some  instances  until  the  close  of  the  war. 

iSTearly  all  of  the  then  existing  roads  in  Northern  Virginiai 
were  operated  in  this  way.  In  the  West  the  roads  leading  to  the 
theater  of  operations  were  taken  possession  ol',  repaired,  equipped' 


and  operated  in  the  >aiiie  way.  !n  a  t'>'\v  >U(li  instances,  nota- 
bly the  Baltimore  v^-  Ohio,  Louisville  c^v:  Xashville,  and  ^lissonri 
.Kailroad.  the  roads  made  thcif  ()\\  ii  rcpaii's.  kept  up  their 
operations,  and  were  paid  for  their  services  l)y  the  Department. 
All  the  Continental  powers  of  the  first  class  either  own  or 
control  the  railroads  of  the  country,  and  have  it  in  their  power 
to  assume  entire  control  for  military  purposes  on  the  outbreak  of 
war,  whether  within  the  field  of  operations  or  not.  In  (ireat 
Britain  the  railroads  are  in  the  hands  of  private  companies;  pro- 
vision is  made  by  law,  however,  that  jiives  the  military  a  quasi 
control  of  the  railroad  systems  of  the  JCin])ire  in  time  of  war. 
There  can  be  no  doubt  of  tlie  desirability  of  the  Govenimeiit 
having  a  hand  in  the  ]naintenance  and  operation  of  railroads  in 
war  times.  ^A'hilst  no  provision  of  law  exists  for  such  action  on 
the  part  of  our  Govenmient,  yet  the  wai'  ])ower  presumes  the 
authority  to  assume  charge  of  I'aili'oads  witliin  the  theater  of 
war  or  adjacent  thereto,  as  far  as  may  be  necessary  for  military 
purposes. 

11. 

OEGANJZATTON  AXD  OPERATION  OF  IJAir.KOAPS. 
In  order  to  efl'ect  a  proper  division  of  duties  and  to  provide 
a  method  of  management  for  railroads,  the  folloAving  classifica- 
tion of  the  principal  duties  is  made : 

1.  The  physical  care  of  the  road  and   pro]ierty   e«m- 

nee  ted  therewith ; 

2.  The  operation  of  the  road,  which  includes  all  func- 

tions concerned  in  the  liandling  of  train-  and 
maintenance  of  equipment; 


72  TRAXSPORTATTOM     OF     TROOI'S     AND     MATERIEL 

3.  The   commercial   feature   of  getting   business   and 

making  rates; 

4.  Tlie  collection  of  revenue,  bookkeeping,  and   aud- 

iting; 

5.  The  custody  and  disbursement  of  revenue. 

The  general  officers  who  care  for  these  functions  of  the  road 
constitute  the  staff  of  the  president  or  general  manager,  and  they 
are  usually — 

1.  The  chief  engineer; 

2.  The  general  superintendent; 

3.  The  traffic  manager; 

4.  The  comptroller; 

5.  The  treasurer. 

There  are  in  addition  to  these  functions  other  necessary  du- 
ties, such  as  those  of  the  legal  department,  purchase  of  supplies, 
hospital  service,  etc.,  which  do  not,  however,  concern  the  special 
subject  discussed  in  these  pages. 

In  order  that  movements  may  take  place  expeditiously  and 
harmoniously,  it  is  necessary  that  a  complete  understanding 
be  had  between  the  railroad  authorities  and  the  military.  In 
order  that  this  result  can  be  attained,  it  is  essential  that  the  mil- 
itary authorities  charged  with  arrangmg  the  transportation  know 
the  powers  and  the  limitations  of  the  railroad,  including  all  its 
features,  Iwtli  physical  and  orgaJiic.  On  the  other  hand,  it  is  equal- 
ly important  that  iht  railroad  officials  fully  understand  the  require- 
ments and  needs  of  the  military  service  and  comprehend  the 
means  bv  which  tlicv  are  to  be  met. 


IJY    KAIL.  73 

Id  all  matters  pertaining  to  the  operation  of  railroads  those 
skilled  in  such  operations  should  have  full  authority,  and  under 
no  circumstances  should  the  military  undertake  to  interfere  un- 
less the  circumstances  are  such  as  to  demand  that  the  military 
take  charge  of  the  road  and  its  operation,  and  the  law  provides 
for  such  action;  in  which  case  none  but  skilled  operatives  should 
be  made  use  of  in  the  service. 

In  no  service  of  any  character  is  it  necessary  to  pay  such 
close  attention  to  details  as  in  the  operation  of  railways — a  mis- 
placed switch,  a  forgotten  signal,  a  mistake  in  color,  a  figure 
concealed  in  a  put!  of  smoke,  may  be  the  precursor  of  dis- 
aster. Xone  know  this  so  well  as  the  railway  operatives  them- 
selves. When  it  is  said  that  the  operation  of  the  road  must  be  left 
to  those  skilled  in  its  methods,  it  is  not  to  be  understood  that  the 
military  otficer  in  charge  of  movements  shall  have  nothing  to 
say  as  to  provisions  to  be  made  so  far  as  relates  to  troops,  im- 
'^edimenta,  and  stores  concerned.  In  fact,  in  complicated  move- 
ments it  is  wholly  impossible  to  effect  a  smooth  dispatch  of  the 
business  without  the  most  complete  understanding  between  the 
operating  department  of  the  road  and  the  officer  charged  with  the 
movement. 

It  is  not  only  necessary  that  all  the  small  details  be  under- 
stood on  both  sides,  but  also  that  all  of  the  minor  provisions  for 
entraining  and  detraining,  loading  and  unloading,  shall  have 
been  understood  and  provided  for  in  advance;  and  not  only  is  it 
iuecessary  that  those  in  charge  have  a  complete  understanding,  but 
all  subordinates  must  be  equally  well  informed  so  far  as  their 
duties  extend. 


74  TRAXSPOUTATJOX     OF     TKOOPS     AND     MaTFRTEL 

Where  the  line  of  road  is  a  single  line  and  the  necessity 
exists  to  keep  it  continuously  open,  extra  care  must  be  taken  that  a 
complete  understanding  in  ail  respects  exists;  otherv/ise  blockades 
of  a  serious  character  are  sure  to  occiir,  which  will  result  at  least 
in  delay,  if  not  in  disaster.  The  causes  of  such  blockades  are  many. 
■The  primary  ones  are  to  be  noted  in  an  ill-advised  dispatch  of 
large  quantities  of  stores,  materiel,  and  supplies  of  all  sorts  before 
a  sufficient  means  has  been  provided  for  disposing  of  them  and 
placing  them  under  cover,  and  the  neglect  to  bear  in  mind  the 
necessity  for  unloading  and  withdrawing  empties  as  well  as  for- 
warding loaded  trains. 

Great  care  should  be  taken  in  estimating  the  supplies  re- 
quired for  a  force  of  troops  and  a  correct  relation  should  be 
maintained  not  only  between  the  number  of  troops  and  the 
amount  of  supplies,  but  also  with  due  regard  to  the  oppor- 
tunities for  rene^ving  supplies.  The  disposition  is  rather  to 
overestimate  than  to  underestimate  the  needs  of  a  command 
which  results  in  overstraining  the  transportation  facilities  in 
taking  care  of  an  unnecessary  accumulation  of  stores. 

lu  addition,  such  accumulations  result  in  deterioration  of 
the  surplus  stores,  and  make  it  necessary  to  subsequently 
reship  and  store  again  a  large  part  of  such  supplies. 

Whilst  we  are  all  more  or  less  familiar  with  shortcomings 
of  this  character  at  the  beginning  of  war,  it  is  unfair  to  blame  the 
feupply  departments  for  the  evil.  They  simply  furnish  the  article's 
in  such  quantities  as  directed,  and  usually  in  response  to  urgent 


H\     I.'AIL.  4.") 

demands  from  the  front.  Agam,  wlieii  we  admit  our  o\\n  sliort- 
comings  in  this  respect,  it  is  not  to  be  supposed  that,  we  alone  have 
been  anilty  in  this  particular.  There  ha.^^  never  been  a  mili- 
tary campaign  in  which  there  ha.s  not  bei-n  an  aceunuilation 
of  more  or  less  surplus  stores,  or  some  shortage  of  others,  and 
without  exception  ihere  has  exish'd  the  same  sort  of  blockade  of 
railway  lines  wlienever  they  have  been  made  use  of.  This  was  true 
of  the  campaign  between  Prussia  and  Austria  in  l.SlKi,  when  we 
read  in  an  official  report  that  only  very  limited  means  were  avail- 
able for  the  removal  from  the  i-ailroad  station  of  the  stores  in- 
tended for  the  arm}-,  resulting  in  blockades  at  every  station 
alo)ig  the  line;  yet  for  twejity-one  consecutive  days  the  roads 
carried  daily  an  average  of  between  9,000  and  lO.Ono  men  and 
more  than  3,000  animals,  until  the  Prussian  Army  nf  nearly 
200,000  men  had  been  assembled.  During  this  jirn'od,  how- 
ever, civil  business  was  practically  at  a  standstill,  as  it  had  been 
during  tlie  preceding  fortnight,  whilst  the  reserve  troops  were 
being  brought  forward  to  their  regiments. 

Again  in  1870  similar  congested  conditions  arc  complained  of 
by  both  the  French  and  the  Prussians,  although  the  latter  for 
^ight  consecutive  days  transported  over  nine  railway  routes  an 
average  of  55,000  men  per  day,  or  a  little  more  than  6,000  m(*n 
over  each  route.  The  distances  were  an  average  of  twelve  to 
iifteen  hours'  run.  The  concentration  of  the  army  of  440,000* 
men  was  completed  between  July  lOtli  and  August  3d,  including 
the  time  allowed  for  the  reserves  to  reach  their  regiments. 

The  movement  of  French  materiel  and  stores  bv  rail  on  this 


76  TRAXSPORTATION     OF     TROOPS     AND     MATERIEL 

occasion  was  perhaps  the  most  unfortunate  episode  of  its  class 
recorded.  There  were  not  only  forwarded  great  masses  of  in- 
l^xplicahly  mixed  materiel,  l)ut  supplies  that  had  no  relation  to 
one  another. 

Trains  bound  for  one  part  of  the  frontier  carried  the  rations 
ifor  the  men.  Trains  for  another  destination  carried  the  men 
■themselves.  Ammunition  became  separated  from  the  guns  for 
Avhich  intended,  and  in  many  instances  valuable  mainitions  were 
lost  sight  of  until  the  close  of  the  war. 

The  Germans,  in  spite  of  their  experience  of  only  four  year» 
previous  in  the  Avar  with  Austria,  in  the  beginning  encountered 
much  difficulty  in  advancing  the  supplies  to  the  men.  This  was 
due  to  the  method  of  furnishing  supplies  to  the  German  Army. 
The  contractors  at  this  early  period,  as  a  rule,  made  their  con- 
tracts for  delivery  to  the  Army,  and  made  separately  their  own  , 
$)rivate  agreements  with  the  railway  companies  for  transporta- 
jtion  and  delivery.  As  a  result,  stores,  supplies,  and  munitions  of 
war  poured  in  from  all  directions,  and  it  was  not  possible  to  free 
the  cars  and.  forward  the  stores  with  the  means  at  hand.  As'  a 
result,  the  raihvays  became  congested  and  serious  loss  of  time 
was  experienced  in  the  movement  of  trains. 

In  the  Russo-Turkish  War  a  repetition  of  these  scenes 
occurred. 

In  the  early  days  of  August,  1877,  forty  loaded  trains 
blocked  the  single  line  of  road  on  the  Eoman-Bucharest  line  at 
Bucharest  for  days,  and  the  effect  of  it  was  felt  for  hundreds  of 
miles,  and  crippled  the  Army  for  weeks. 


BY    HAIL.  77 

The  customary  iiitthod  of  procedure  with  us  under  circum- 
stances related  above  is  to  find  fault  with  the  transportation 
companies. 

As  a  matter  of  fact,  the  true  explanation  is  that  no  com- 
plete understanding  has  been  had  between  the  railway  people  and 
the  militai'y  ollicers  in  charge  of  movements,  no  adequate  provis- 
ion having  been  made  for  receiving,  storing,  and  forwarding  the 
supplies.  As  a  rule,  the  necessity  for  making  full  provision  for 
these  features  is  not  fully  appreciated  until  the  situation  lic- 
comes  forced. 

TIL 

FORWAEDIXG   AND   TERMINAL   STATIONS. 

Forwarding  Stulion. — The  forwarding  station  should  l)o  pro- 
vided with  spurs,  side-tracks,  and  switches,  to  permit  of  setting 
in  the  cars  to  be  loaded,  also  for  receiving  cars  that  are  coming  in 
loaded  with  supplies,  stores,  etc.  T"'he  extent  to  which  such 
special  trackage  will  be  provided  will  depend  upon  both  the  vol- 
ume and  character  of  traffic  to  be  carried  forward;  whether  con- 
sisting chiefly  of  freight,  passengers,  or  animals.  The  provisions 
for  extra  trackage,  platfiorms,  ramps,  chutes,  and  storage  should 
be  sufficient  to  keep  the  business  moving  freely  without  congestion. 
The  station  should  be  so  arranged  that  each  class  of  stores  can  bo 
cared  for  independently  without  the  necf^ssity  of  mixing  supplies. 
An  adequate  force  of  clerks,  foremen,  laborers,  and  othrr  em- 
ployees should  be  employed  to  move  the  traffic  without  confusion. 

Terminal  Station. — The  terminal  station  must  be  similarly 
provided  with  the  necessary  yard  trackage  to  accommodate  in- 


78  TRAXSPORTAllOX     OF     TROOPS     AXD     MATERIEL 

coming  loaded  cars  until  they  can  be  unloaded,  and  the  empties 
until  they  can  be  dispatched.  The  terminal  station  will  always  be 
provided  with  suitable  platforms,  ramps,  and  other  devices  for  un- 
loading. This  station  will  be  as  near  the  troops  as  possible,  and  as 
the  army  pushes  forward  or  changes  its  position,  the  terminal 
station  will  also  be  changed,  and  a  new  one  established  at  a  more 
convenient  location  on  the  same  line  of  railroad;  or,  as  will  often 
happen,  the  line  of  supply  may  be  switched  to  another  railroad. 
It  may  be  necessary  even  to  build  a  new  line  or  extend  an  old  one 
to  completely  meet  the  conditions. 

Yards,  Spurs,  Suitches,  aitd  Sidmgs.— It  is  necessary  that 
l»otli  the  forwarding  and  terminal  stations  be  so  equipped  with 
additional  yards,  spurs,  switches,  and  sidings  as  will  accommodate 
the  traffic  without  blocking  the  way  at  the  time  of  dispatch  or 
again  at  the  terminal  station. 

The  general  rule  for  accomjilishiiii:-  this  ]iur])ose  is  to  keep 
the  traffic  on  any  one  track  ah^ays  moving  in  the  same  direction. 
In  other  words,  lines  of  traffic  should  never  be  permitted  to  cross 
or  reverse  ^vithin  the  yards.  Trains  arriving  at  a  detraining  sta- 
tion should  leave  by  continuing  by  the  same  track,  to  be  with- 
drawn after  clearing  the  yard. 

Separate  points  for  detraining  troops,  unloading  baggage 
and  impedimenta,  and  supplies  and  munitions  of  Avar  should  be 
provided,  all  so  located  as  not  to  interfere  with  one  another. 

All  the  supply  •  depots  for  various  departments  should  be 
located  adjacent  to  the  station  for  unloading  stores  and  supplies. 


\:\    i;ai  I  .  7'.> 

IV. 

RAILWAY  EQUIPMENT. 

In  calling  for  equipment  for  any  movement  the  various 
•classes  of  equipment  usually  required  for  military  purposes  will 
■be  found  to  consist  briefly  as  follows : 

1.  Passenger  Cars. — 

(a)  Day  Coaches — Ordinarily  for  day  travel  only;  full 
■seating  capacity,  from  (dO  to  ')5  persons.  Seating  capacity  for  40 
men,  allowing  3  to  every  two  seats.  Except  for  very  short  dis- 
tances, to  be  provided  with  sj)ecial  water  supply. 

(6)  Standard  Sleepers. — For  oflicers  and  sick.  Contain 
from  12  to  10  sections,  with  drawing-room  and  state-room,  each 
containing  2  double  berths,  accommodating  ordinarily  from  28 
■to  36  persons. 

(c)  Tourist  Sleepers. — Ordinarily  furnished  for  night  trav- 
el of  enlisted  men.  Differ  from  standard  sleeper  mainly  in  that 
furnishings  and  upholstery  are  not  so  elaborate. 

2.  Freight  Cars. — 

(a)  Baggage — For  free  transportation  of  150  pounds  of 
baggage  for  each  person  carried ;  to  carry  travel  rations  not  dis- 
tributed to  enlisted  men.  and  to  provide  for  messing  en  route. 
To  be  furnished  open  end  where  so  required.  Average  baggage 
capacity,  40,000  to  GO.OOO  pounds. 

(b)  Boa;.— Average  capacity,  40,000  to  60.000  pounds.  For 
transportation  of  impedimenta,  general  supplies,  etc.,  liable  to 
damage  by  exposure,  or  subject  to  loss  by  theft. 


80  TRANSPORTATION     OF     TROOPS    AND     MATERIEL 

(c)  Refrigerator. — Average  capacity,  30,000  pounds.  For 
carriage  of  meats  and  perishable  supplies. 

(d)  Flat  and  Gondola  Cars. — For  movement  of  heavy  or 
bulky  freight  not  liable  to  injury  by  weather  and  incapable  of  be- 
ing loaded  on  box  cars,  wagons,  ambulances,  guns,  caissons,  etc. 
Capacity,  40,000  to  G0,000  pounds. 

3.     Stock  Cars.— 

(a)  Ordinari]. — Slatted,  without  stalls.  Accommodating  16 
to  20  animals.  Fitted  for  feeding  hay,  but  not  grain.  Animals 
must  be  unloaded  every  twenty-four  hours  for  rest,  feed,  and 
water. 

(&)  Palace. — Are  fitted  with  stalls.  Accommodations  usu- 
ally for  from  16  to  2-1  animals  and  for  man  in  charge.  Stock  can 
be  fed  and  watered  en  route  without  unloading.  Extra  charges 
are  made  for  these  cars  in  addition  to  freight. 

Track  Capacity  for  Cars. — Tn  order  to  afford  a  basis  for  cal- 
culating trackage  required  in  terminal  and  forwarding  station 
yards,  etc.,  the  following  table  of  lengths  of  standard  cars  will 
be  useful: 

Focomotive  and  tender,  68  feet: 

Day  coach,  6-5  to  75  feet ; 

Standard  sleeper,  65  to  75  feet; 

Tourist  sleeper,  65  to  75  feet; 

Baggage  car,  65  to  70  feet; 

Box  car,  31  to  36  feet; 

Furniture  and  vehicle  car,  50  feet; 

Refrigerator  car,  40  feet; 

Flat  car,  36  feet;  special,  GO  feet; 


\i\      IIAIL. 


81 


Gondola  ear,  30  to  38  tVet. 

Stock  ^ar,  ordinary.  30  to  3-1:  feet;  e-apaiity.   1(5  to  'M 

head ; 
Stock  car,  i)iilace,  3G  to  40  feet;  cajweity.  Ki  to  "^O  head; 

special,  50  feet. 

Pdssengcr  Ef/iilpmait  Tiequired  for  J ,000  Ojf'iccrs  and  Men. 

(a)      Sleeping-ear  equipiuGnt: 

42  otiicers,   1    standard   sleeper 75   feet  long. 

958  men,  24  tourist  sleepers 1748  fc«t  long. 

Total 1823  feet  long. 

Note. — This  allowance  includes  1  foot  additional  for  each 
sleeper  for  couplings,  I'tc. 

(h)      Day-coach  e«|uipniont: 
22  cars,  40  men  each KilO   feet. 

It  is  to  he  understood  that  t'le  asscnihliug  of  the  Army  and 
its  concentration,  preliminary  to  an  active  campaign,  and  the  sup- 
ply of  such  an  army  during  the  campaign,  are  two  distinct  opera- 
tions. In  the  concentration  of  the  troops  it  is  important  that  all 
the  energy  of  the  service  he  given  to  accomplishing  it  in  the  sh<n-t- 
est  possible  space  of  time,  and  with  the  least  degree  of  hardship. 
The  second  object,  that  of  supplying  the  Army,  should  he  so  pro- 
vided for  that  a  continual  stream  of  trallic  is  kept  moving  forward, 
carrying  stores,  supplies,  and  munition^  of  war  and  taking  to  the 
rear  the  sick  and  wounded,  and  surplus  and  l)rok('n  materiel.  Only 
the  closest  attention  to  all  the  details  will  eU'ect  tiiis  desired  re- 
sult so  as  to  avoid  delay  and  concestion  of  trattic. 


82  Ti;A>;arui;TATio^'    or    iTiOOis    and    .matikikl 


PEOMDIXG  FOE  THE  MOVEMENT. 

In  any  movoinenls  of  troops,  whether  in  large  numbers,  few, 
or  as  individuals,  the  basis  for  furnishing  the  transportation  is 
the  order  pro\dding  for  it.  Acting  under  this  order,  the  quar- 
terniaster  enters  into  agreements  with  the  railroads,  inviting  them 
to  offer  bids  for  the  movement,  giving  such  particulars  as  to  num-" 
bers,  pounds  of  impedimenta,  animals,  wagons,  etc.,  as  may  be 
necessary  to  enable  the  transportation  company  to  form  a  proper 
judgment  as  to  the  extent  of  the  service  required. 

When  time  is  limited,  when  no  competition  is  to  be  had,  and 
when  single  individuals  or  small  numbers  are  to  be  transported 
the  public  tariffs  of  the  roads  may  be  used.  In  any  case  the 
transportation  request  issued  by  the  quartermaster  will  be  ex- 
changed for  the  necessary  tickets  covering  the  route.  Individuals 
and  small  parties  will  travel  on  the  regular  trains.  Special  coaches 
may  be  furnished  for  the  trip  if  justified  by  the  numlier  to  be 
transported. 

If  the  body  of  troops  is  larger  than  one  company  of  infantry 
at  war  strength,  with  camp  equipage  and  impedimenta,  a  special 
train  will  usually  be  required. 

As  far  as  practicable,  the  breaking  of  military  units  should 
be  avoided,  but  as  the  size  of  the  trains  will  necessarily  be  left 
to  the  railroad  officials,  it  will  not  always  be  possible  to  prevent 
it  and  in  case  units  are  broken,  it  is  essential  that  the  command- 
ing officers  know  in  advance  how  their  troops  are  to  be  carried 


BY    KAIL.  83 

ill  order  that  arraiigomeiits  can  bi-  made  tor  provisioning  and 
oarin.g  lor  the  troops  in  each  section. 

'J'hc  Quartermaster's  Department  ha.-  never  made  annual  con- 
tracts M'ith  raih'oad  companies  for  tlie  transportation  of  either 
troops  or  suppUes,  but,  as  a  rule,  uses  the  taiiil'  rates  for  individuals 
and  for  mo^ements  of  small  bodies.  By  the  aimual  contract  the 
Government  would  be  limited  to  a  single  road  bitwecn  points,  and 
A\Guld  be  excluded  from  imiliiig  comixtitioji  for  the  business  in 
moving  large  bodies  of  troops.  It  is  believed  that  the  present 
method  is  in  the  end  the  less  cunnbrous  and  more  economical. 
Within  the  last  year  contracts  for  the  Jiiovement  of  large  bodies 
of  troops  have  been  made  for  as  low  as  7-10  of  a  cent  })('r  mile. 

In  addition,  in  war  times  especially,  it  is  not  considered  ad- 
vantageous for  the  department  to  limit  its  business  to  a  single 
line  between  terminal  points,  as  it  may  frequently  happen  that 
all  available  lines  will  be  required  to  satisfactorily  effect  the  traffic. 

Baggage. — A  certain  j)ortion  of  the  ])ersonal  baggage  of  men 
and  officers  is  carried  free  by  the  railroads.  This  free  liaggage 
allowance,  however,  does  not  extend  to  camp  enuipinent  and  im- 
pedimenta or  Government  stores.  The  usual  method,  and  the 
most  expeditious  one,  is  to  load  the  baggage  into  special  baggage 
or  freight  cars,  and  i)lac('  it  under  charge  of  responsible  privates 
or  non-commissioned  oillcers.  The  baggage  thus  carried  is  not 
listed  on  the  bill  of  lading,  but  shown  in  bulk;  nor  is  it  checked 
by  the  railroad  officials,  and  the  responsibility  for  its  safety  rests 
with  the  men  in  charge. 

Freight. — Freight,  as  distinguished  from  impedimenta  in  the 
liands  of  tlie  troops,  includes  all  supplies,  stores,  and  materiel  not 


84  TRAXSPOIiJ'ATIOX     OF     TROOPS     AND     >IATEU1EL 

jet  in  the  li.-uuls  of  the  troo[>?;,  Imt  intended  for  the  depots  at  des- 
tinatio]].  Sueli  propert}'  is  usually  shipped  independently  of  the 
troop  trains  and  when  a  matter  of  snffieient  consequence,  and  the 
time  is  limited,  the  freight  should  be  traced  by  wire,  so  that  its 
locality  may  be  constantly  known.  In  some  foreign  services  im- 
13ortant  supply  trains  are  accompanied  l)y  supercargoes,  whose  duty 
it  is  to  carry  all  l)ills  of  lading  and  invoices  and  who  are  charged 
with  instructions  as  to  the  disposition  of  the  cargo. 

In  war  times  it  is  essential  that  a  paper  giving  the  content* 
of  each  car  be  secured  to  \he  door;  it  is  not  suihcient  to  send  a 
list  of  car  numl)ers,  or  to  rely  upon  the  bill  ol  lading.  The  lat- 
ter may  be  delayed  and  the  former  will  almost  certainly  not  be  at 
hand  ^\hen  needed.  If  the  list  is  attached  to  the  door,  no  mistake 
can  he  made.  In  addition,  the  duplicate  of  the  loading  ticket 
for  each  car  should  be  placed  inside  the  door — ^this  gives  a  com- 
plete history  of  the  car,  and  even  in  the  absence  of  the  bill  of  lad- 
ing the  car  can  be  safely  and  intelligently  unloaded  and  the  con- 
tents disposed  of  and  checked  against  the  bill  of  lading  later.  This 
can  only  be  attained,  however,  by  furnishing  the  necessary  instruc- 
tions to  the  consignor  in  advance. 

Animals. — As  a  rule,  if  the  shipment  of  animals  is  large,  the 
only  equipment  will  be  tlie  ordinary  stock  cars;  these  permit  of 
the  animals  heing  fed  hay,  hut  as  a  rule,  not  grain,  nor  is  there 
ordinarily  provision  for  watering.  They  ^vill  he  unloaded  once 
in  every  twentA'-four  hours  to  he  watered  and  fed.  If  palace 
or  improved  cars  are  furnished,  the  animals  need  not  be  un- 
loaded, except  on  long  journeys,  as  they  can  he  watered  and 
fed  without  removal.  In  case  the  animals  are  to  he  unloaded 
for  rest  and  water,  the  transportation  companies  should  state 


HY     KAIL. 


85 


in  athanct'  at  what  points  siic-h  stops  will  ho  made,  in  order 
that  the  quarterniaster  of  the  troops  can  niakf  .siu-li  special 
arrangements  as  may  be  deemed  necessary. 

VI. 
DETAILS    OF    AKRANGIiNTG    FOE    MOVEMENT. 

CalUiig  for  Equipiueat. — As  soon  as  the  (|nartci-niaster  re- 
ceives the  orders  directintr  the  furnishino-  of  the  neeessary  trans- 
portation to  convey  the  troops  and  impedimenta,  lie  will  at  once 
call  upon  the  commanding  officer  to  .furnish  a  retui-n  showing  the 
strength  and  composition  of  the  command,  together  with  the 
amonni:  of  property  to  be  shi])ped  and  lists  thereof  including  im- 
pedimenta, camp  ecjuipage,  animals,  vehicles,  if  any,  and  upon 
these  figures  will  be  based  his  estimate  of  the  number  and  kind 
of  cars  to  be  furnished  b  ythe  railroad.  If  the  command  is  to  take 
the  field,  the  orders  of  the  commanding  officer  should  specify  with 
particularity  the  amount  of  equipment  to  he  taken  on  the  expe- 
dition— €.  g.,  tlie  numher  and  kind  of  tents,  means  of  cooking, 
transportation  and  other  ca]np  equipage,  tools,  etc.  This  order 
should  be  specific  as  to  Ihe  limitations  of  baggage  and  equip- 
ment in  the  field,  and  shoidd  limit  )iot  only  the  luinihci'  of  pounds, 
but  also  the  character  of  e(piipmei)t. 

The  quartermastiM'  will  then  call  upon  the  railroads  to  fur- 
nish the  nec-essary  e(|uipnient  at  a  stated  time  and  designated 
point.  In  estimating  for  the  ])assenger  coaches,  he  should  allow 
two  double  seats  for  three  men.  In  estimating  for  tourist  sleep- 
<'rs,  he  should  estimate  two  douhle  herths  for  thi'ee  men.  And  for 
each  oflficcr  one  douhle  herth  in  stnudai'd  sleeper. 


86  TRAXSPORTATIOX     OF     TROOPS     AND     :MAT1:1!IKL 

He  Avill  call  for  the  exact  niiiuber  of  flat  cars,  box  cars, 
stock  cars,  baggage  cars,  passenger  coaches,  or  tourist  sleepers 
and  standard  sleepers  needed  to  accommodate  the  command. 
The  instructions  to  the  railroad  company  should  not  only 
give  the  exact  number  of  cars  of  different  kinds,  l)ut  should  also 
indicate  the  order  in  ^^']licll  they  are  to  bo  placed  from  front  to 
rear,  and  the  direction  in  which  the  train  is  to  head.     Thus: 

Two  flat  cars; 

Three  box  cars; 

Five  stock  cars — 90  animals; 

One  box  car  for  forage; 

One  baggage  car,  open  ends,  for  rations,  provision  for 
making  coffee; 

Eight  ])assenger  coaches — 4(i  men  each:  3  men  to  each 
two  seats; 

One  Pullman  sleeper,  standard. 

Headed  east. 

To  he  placed  at  named  siding  at  8  a.  m. 

Date,  August  1st. 
There  is  nothing  so  discouraging  to  railroad  men  as  to  be 
disappointed  in  matters  of  schedule  or  to  find  that  details  given 
are  incorrect  and  nuist  be  changed.  It  sometimes  happens  that 
no  attempt  is  made  to  give  the  exact  amount  of  freight  equipment, 
but  a  rough  estimate  is  made,  which  ^'it  is  thought  will  be  suffi- 
cient," and  in  many  cases  must  be  changed  by  cutting  out  a  car 
found  to  be  in  excess  of  requirements.  There  is  no  real  neces- 
sity' for  such  orrcns.  and  they  are  always  a  sure  indication  of  neg- 
lect.    The  freight  and  baggage  equipment  should  be  called  lor 


i;^    i;aii..  87 

ill  aiii])K'  liiiH'  ill  iulvaiuc  to  iicniiil  (n'  a  ilioioiiLjli  inspoclioii. 
careful  and  inetliodieal  loading  without  iuuTy  or  confusion,  and 
to  allow  time  for  assembling  ilie  fatigue  details  between  the 
eonehisiou  <>!'  ilic  loading  of  freight  and  ba^rgage  and  the  time 
fixed  for  tlic  cnd-aining  of  llii^  troops. 

As  a  rule,  the  raihoads  will  have  little  ditlieulty  in  furnish- 
ing the  freight  and  baggage  e(|uij)inent  in  advance  of  the  pas- 
senger equipment,  though  when  the  eonninmd  is  small  or  the 
amount  of  freight  and  baggage  is  small,  it  will  be  found  simpler 
to  set  in  the  entire  equipment  at  one  time.  Where  there  are  sev- 
eral trains  to  be  moved,  however,  this  is  un(lesii'al)le.  as  they  occupy 
too  much  trackage,  and  if  made  u])  entire,  the  freio-bt  and  bag- 
gage cars  are  likt'ly  to  be  iniouNcniently  pbued  for  loading.  In 
such  cases  the  freight,  baggage,  and  stock  cars  should  l)e  set  in 
in  advance  and  conveniently  placed  for  loading. 

These  details  should  be  in  the  hands  of  one  man.  Any  at- 
tempt at  direction  by  superior  authority  after  the  details  have 
been  worked  out  by  a  staff  officer  and  promulgated  can  result  only 
in  disarrangement  and  delay.  The  commanding  officer,  if  he 
has  left  matters  to  his  staff  ollicers,  sliould  give  detailed  orders 
with  caution  unless  he  has  kept  himself  constiintly  in  touch  with 
the  details  as  they  have  been  developed. 

Above  everything  else,  avoid  changing  the  scheme  in  the  niid~t 
of  its  accompUshment.  as  such  a  cliajige  will  disturb  the  free 
operations  of  the  railroad,  and  i-csult  in  disjointed  and  unsatis- 
factory service  and  most  annoying  delays. 

In  case  the  railroad  has  but  a  single  track,  it  is  highly  desir- 
able that  all  the  movements  in  the  processi  of  concentration  be 


88  'ri.'.vxsroPiTATiox    of    moors    axd    :\r.vTi:i;iEL 

completed  from  one  dire'.tion  Ijeforc  they  are  taken  up  from  the 
opposite  direction;  otherwise  the  road  i.-  almost  certain  to  hecome 
blocked  at  its  sidings  by  movement  of  an  nmisual  traffic  in  oppo- 
site directions  at  the  i^ame  time.  This  is  a  matter  that  can  be 
provided  for  in  tlie  orders  given  by  the  commanding  general,  di- 
recting the  concentration  of  the  troops.  Simihirly,  in  dispersing 
troops  fi'om  a  point  of  concentration,  tliose  going  in  the  same 
direction  should  be  disiDatched  togetlier,  leaving  those  going  in 
the  opposite  direction  to  be  dispatched  together. 

Yll. 
LOADIXG   'JITE   rA[PEnT:\lEXTA. 

The  impedimenta,  baggage,  and  rations  should  be  so  loaded 
that  no  difiiculty  v.ill  be  had  in  unloading  and  separating  them 
and  distributing  them  to  the  proper  owners. 

All  such  property,  except  the  liglit  hand-baggage  of  officers 
and  lilanket-rolls  or  knapsacks  of  enlisted  men,  should  be  placed 
in  the  iDaggage  cars  prior  to  entraining  tlie  troops,  leaving  noth- 
ing to  go  into  the  passenger  coaches  and  slee]iers  except  that 
which  will  be  carried  on  the  backs  of  the  men  and  in  the  hand, 
so  that  as  the  troops  are  detrained  the  coaches  will  be  left  entirely 
free  of  any  form  of  iiiipedinienta.  and  can  at  once  be  carried  away 
by  the  railroad  company  to  some  convenient  place  of  storage. 

The  property  and  baggage  of  each  company  will  be  stored 
separately  as  far  as  possible.  When  practical)! e,  a  car  should  be 
given  to  each  two  companies,  which  will  enable  each  company  to 
avail  itself  of  the  end  of  a  car.     For  light  can)p  equipment  this 


I!V     IIAIL.  80 

will  bo  a  too  liberal  allowanoo.  and  a  r^ingle  car  for  each  battalion 
shoaltl  suffice. 

Every  article  of  baggage  and  property  and  every  package 
should  be  plainly  marked  or  labeled.  It  is  not  practicable  to  fur- 
nish checks  for  this  class  of  iirojjerty. 

The  travel  rations  for  the  journey,  unless  distributed  to  the 
troo]is.  should  be  placed  in  an  opt'n-end  baggage  or  freight  car, 
next  the  leading  coach.  This  car  for  long  journeys  should  be  pro- 
vided with  the  means  of  making  cofTee.  If  not  already  so  pro- 
vided, one  of  the  field  ranges  can  be  sot  up  in  an  improvised  man- 
ner for  the  purpose,  care  being  taken  to  guard  against  danger  from 
fire  by  setting  the  stove  up  in  a  shallow  box  filled  with  sand. 

Transportation  of  Wagons,  Horses,  etc. — In  loading  the  field 
transportation  for  carriage  by  rail,  the  first  essential  particular, 
and  one  never  to  be  lost  sight  of,  is  the  necessity  of  keeping  the 
parts  to  be  used  so  marked  and  located  that  they  can  be  at  once 
identitied  and  parts  belonging  to  the  same  vcliicle  on  the  same 
train  can  be  put  together  without  delay. 

This  may  seem  a  very  simple  statement,  as  simple  as  say- 
ing to  the  storekeeper,  "You  must  not  put  your  nails  in  the  box 
with  your  sugar";  yet  I  have  often  seen  inexperienced  troops  in 
moving  unable  to  find  a  bolt,  perhaps  essential  to  hold  the  wagon 
together;  a  tongue  misplaced,  the  harness  of  the  small  lead  mule 
being  placed  where  one  expects  to  find  the  harness  of  the  big 
wheeler,  and  dozens  of  other  similar  annoying  details  out  of  joint. 

These  things  seem  small,  yet  delays,  inconvenience,  humili- 
ating  predicaments,    discomfort,    and    not   infrequently    absolute 


90  TRAX-SPORTATJON      OF     TROOl'S     AND     ilATERlEL 

disaster,  result  on  account  ot'  just  such  altoii-othcr  avoidable- 
oversights  or  omissions. 

It  ■nill  not  be  undertaken  in  these  pages  to  indicate  where 
the  nuts,  l)olts.  linch-pins  or  wrenches  belonging  to  each  vehicle 
should  be  put.  furtber  than  to  say  that  they  should  be  placed  in  a 
bag  for  the  purpose,  where  the  wagoninastcr  or  other  employee, 
or  the  teamster,  if  he  accompanies  the  exjtcdition.  can  be  held 
responsible  for  their  safety. 

It  is  not  sufficient  that  the  teamster  alone  should  know  where 
the  various  articles  belonging  to  his  wagon  and  team  are  to  be 
found,  but  it  is  essential  that  there  be  one  place  for  all  such  arti- 
cles, and  that  they  are  always  placed  there.  The  wagonmaster  or 
non-commissioned  officer  in  charge  should  have  oversight  of  all 
these  details,  and  be  responsible  that  they  are  carried  out.  Each 
wagon  will  have  a  separate  number  and  the  detachable  parts  will 
have  corresponding  numbers,  to  provide  for  ready  assembly  on 
unloading. 

The  wagon,  for  long  journeys,  will  be  knocked  down;  linch- 
pins, nuts,  bolts,  wrenches,  etc.,  will  be  placed  in  a  bag  and  secured 
in  the  jockey-box. 

The  harness  will  l)c  placed  in  gunny-sacks,  and  each  sack 
tagged  with  the  number  of  the  team.  The  harness  is  usually 
loaded  into  the  car  with  the  forage  if  there  is  room. 

The  halter-atraps  should  be  taken  charge  of  by  the  wagon- 
master,  and  should  be  immediately  available  on  detraining.  They 
should  be  placed  in  the  car  carrying  the  forage  for  the  teams. 

Transportation  of  Troops. — In  calling  upon  the  transporta- 
tion company  for  tlie  equipment  to  accommodate  the  troops,  the 


i!V    i;ail.  91 

quartermaster  slioiikl  t'urni::li  hoth  the  niuulier  of  troop?  ami 
the  class  of  equipment  desired. 

In  ease  the  movement  is  a  short  one  and  to  te  made  entirely 
b}'  day  or  before  miiluight,  day  coaches  will  be  used.  The  quar- 
termaster, in  calling  for  the  e(iuipment.  slioiild  flirurc  tliree  men 
for  each  doable  seat,  unless  the  day  coachc.-  are  to  be  used  tlirougli 
the  night,  in  which  case  one  man  will  be  figured  for  each  double 
seat.  Da}-  coaches  should  l)e  used  at  night,  however,  only  when 
it  is  impossiple  to  provide  jourist  slet'pers.  which  latter  will  iie 
provided  whenever  the  journey  is  of  a  length  of  tAventy-four  hours. 

Should  the  command  be  a  small  one,  insulhcient  in  size  to 
warrant  the  use  of  a  standard  sleeper  for  the  officers,  each  offi- 
cer will  be  furnished  with  one  full  section  in  the  tonrist  sleo]v 
er,  curtained  off  from  the  sections  used  by  the  men. 

The  coaches  or  tourist  sleepers  Mill  come  immediately  after 
the  ration  car.  The  standard  sleeper  for  officers  will  follow  the 
tourist  sleepers  or  coaches. 

Movement  of  Freight. — The  heavy  freight,  surplus  ammuni- 
tion, surplus  rations,  etc..  will  be  separately  loaded  into  freight 
cars,  and  may  accompany  the  ti'oops  or  may  be  billed  independ- 
ently of  the  troop  train.  The  desirable  method,  however,  when 
troops  are  assembling  in  camps  of  instruction  or  moving  to  a 
point  of  concentration,  is  to  have  all  freight  eai-ly  required  by 
the  troops,  as  well  as  baggag''  a!i<l  camp  e(|uii)age.  move  with 
the  troop  train. 

Transportation  of  Aiilnials. — Aninuils  will  be  led  into  the 
cars  facing  alternately  head  and  tail,  and,  except  in  very  hot 
weather,  the  tighter  they  can  be  packed  into  the  cars  the  better. 
Ordinarily  there  is  no  difficulty  in  inducing  ammals  to  entrain. 


92  TRANSPORTATION     OP     TROOPS     AND     MATERIEL 

The  lioad-linltor:-  should  he  left  on  animals  and  straps  removed. 
Teams  of  nmles  should  be  loaded  and  should  stand  in  the  cars  as 
thev  are  drhen  together  in  the  team.  ]\[ules  should  be  tagged  with 
numbers,  so  as  to  be  quickly  identified.  Horses  used  to  service 
together  should  be  loaded  together  into  the  cars.  If  necessary 
for  identification,  they  should  be  tagged. 

The  forage  for  the  animals  will  be  carried  in  a  freight  car 
attached  tc  the  tiain  next  to  stock  cars.  '>» 

In  calling  for  the  equipment,  the  number  of  animals  should 
be  given,  and  it  should  be  stated  whether  they  are  mules  or  horses; 
as  a  rule,  from  one  to  three  more  mules  than  horses  can  be  placed 
in  a  common  stock  car.  It  is  usual  to  furnish  palace  stock  cars 
for  the  movement  of  horses  belonging  to  officers,  if  there  are 
enough  horses  to  justify  this  special  service. 

Usually  when  animals  are  transported  by  rail  in  large  num- 
bers, the  ordinary  stock  car  is  used.  A  suitable  ramp  will  be 
provided  for  loading  and  unloading,  preferably  a  platform 
ramp.  If  such  platform  is  not  availa])le,  however,  ordinary  chutes 
will  answer  the  purpose;  as  many  should  be  provided  as  necessary 
to  load  the  train  with  dispatch. 

The  floor  of  the  car  should  be  coated  with  an  inch  or  two  of 
sand,  earth,  or  sawdust,  to  prevent  the  animals  from  slipping  when 
the  floors  become  wet. 

Sometimes  hay  is  used  as  a  substitute;  this,  however,  is  not 
good  practice,  on  account  of  the  danger  from  fire.  The  animals 
may  be  shipped  either  shod  or  unshod.  If  they  are  to  be  used 
immediately  upon  hmduig,  they  should  be  shod ;  otherwise  they 
had  best  be  shipped  unshod. 


i'.Y      IJAIT..  93 

Animals,  as  a  I'ule.  stand  long  joiirnt'vs  best  if  jiot  in  high 
condition;  they  should  be  fed  and  watered  before  entraining. 
On  long  journeys  they  should  bo  detrained  once  every  twenty- 
four  hours,  at  which  time  they  should  be  watered  and  fed. 

In  leading  the  animals  aboard,  they  should  be  K'd  ((uietly 
and  gently,  and  in  a  continuous  string  without  interruption.  The 
first  to  go  aboard  should  be  a  gentle  animal;  shoidd  any  refuse 
the  ramp,  he  should  be  led  aside  and  later  be  blindfolded  and.  if 
need  be.  urged  forward  with  a  rope  passed  in  rear  of  the  haunches. 

Ordinarily  there  will  be  one  or  two  attendants  for  each  car- 
load, unless  the  animals  belong  to  an  artillery  or  cavalry  command, 
or  a  wagon  train,  when  a  detail  will  be  told  off  for  the  animals. 

Animals  traveling  on  board  train  should  be  fed  the  fall  ra- 
tion of  hay  and  a  limited  quantit}-  of  oats  when  practicable. 

Hospital  Trains. — In  time  of  war,  when  troops  arc  encain])ed 
in  large  bodies,  it  is  found  necessary  to  relieve  the  troops  in  camp 
of  their  sick.  This  is  done  l)y  providing  hospital  trains,  which 
remove  the  sick  from  the  field  and  division  hospitals  as  fast  as 
the  medical  officers  in  charge  projiounce  them  convalescent  and 
V^uitable  subjects  for  sick-leave  for  recuperation  at  some  central 
hospital  or  at  their  homes.  These  trains  are  solid  Pulhnan 
trains,  with  a  corps  of  medical  officers  and  nurses  and  all  neces- 
sary provisions  for  taki)ig  eare  of  the  sick  and  Avounded. 

The  large  proportion  of  sick  alwa\s  to  be  found  with  the 
Army  in  the  field  emphasizes  the  necessity  of  relieving  the  Armv 
of  their  care  })y  every  proper  means.  The  promptest  and  surest 
is  the  hospital  train,  and  these  trains  should  be  equipped  in  such 
numbers  as  to  furnish  means  of  withdrawing  the  sick  to  central 


^4  TKAXSroUTATION     OF     TKOOI'S     AND     MATERIEL 

hospitals  or  points  of  recuperation  as  rapidly  as  they  accumulate. 
This  results  in  an  advantage  to  the  sick  transported,  to  those  left 
behind,  to  the  hospital  authoritios,  and  to  the  Army  at  large. 

V'lII. 

ENTIJAIXING. 

The  comniandiiig  otiicer  of  the  troops  should  detail  an  otii- 
cer  as  entraining  officer,  to  proceed  to  the  point  of  entraining  in 
advance  of  the  arrival  of  the  command,  to  arrange,  in  conjunction 
with  the  quartermaster,  for  the  proper  assignment  of  the  cars  to 
the  command.  He  should  cause  all  cars  to  be  marked,  designat- 
ing the  organization  to  occupy  each. 

The  commanding  oiFicer  should  cause  the  staff  officer  who 
visits  the  train  to  inspect  it,  and  to  assign  the  space,  to  make  a 
reconnoissanc«  of  the  approaches,  so  that  the  entraining  can  take 
place  without  confusion  or  delay  and  without  interruption  to  other 
traffic. 

The  troops  should  be  marched  to  the  entraining-point,  not 
more  than  fifteen  minutes  before  the  time  fixed  for  the  departure 
of  the  train. 

If  nece&sary,  a  guard  will  be  establislied  in  the  vicinity  of 
the  point  of  entraining,  the  necessity  of  which  will  be  determined, 
under  direction  of  the  commanding  officer,  by  the  staff  officer 
sent  to  reconnoiter  the  route.  If  a  guard  is  required  about  the  ap- 
proaches, it  will  precede  the  troops:  and  as  soon  as  the  latter  are 
entrained,  it  will  quickly  follow.  , 

The  entraining  officer  will,  as  the  command  approaches,  in- 
dicate to  each  company  commander  the  car  or  cars  he  is  to  occupy, 


BY     KAIL.  95 

and  the  company  eouniiandcr  will  inarcli  liis  comiiiiiiKl  directly 
aboard^  using  both  onds  of  tlie  ca,r  when  he  i.s  to  occupy  the  en- 
tire car.  The  men  in  the  leail  should  he  directed  to  proceed  at 
fence  to  their  places  in  the  car.  so  as  not  to  block  the  aisles. 

The  ears  of  each  train  should  be  marked  on  or  near  the  for- 
f\vard  step  on  the  side  toward  the  entraining  station  in  chalk  wflli 
ithe  designating  number  of  the  train ;  also  each  car  should  bo  sim- 
ilarly marked  with  its  number  in  the  train,  fixing  the  order  of 
(precedence,  and  each  car  should  also  be  marked  with  the  name  of 
the  organization. 

It  is  the  duty  of  the  station  entraining  officer  to  super- 
vise this  marking;  he  Mill  furnish  each  organization  with 
a  written  memorandum,  showing  the  number  of  the  train,  num- 
ber and  kind  of  cars,  the  direction  headed,  the  point  where  lo- 
cated on  the  tracks,  the  point  for  entraining,  and  the  hour  for 
entraining  and  dispatch. 

The  men  as  soon  as  entrained  will  at  once  be  cautioned  in 
the  economical  use  of  water,  as  few  cars  are  equipped  to  furnish 
more  than  a  meager  supply.  A  supplementary  supply  can  be 
provided  by  arranging  witli  the  railroad  company  to  place  a 
barrel  filled  Avith  Mater  on  the  platform  of  each  coach. 

Commanding  officers  will  be  held  responsible  that  no  un- 
authorized person  or  baggage  is  permitted  on  boai'd  the  train. 

It  is  the  duty  of  the  quartermaster  in  charge  of  entraining 
to  see  that  proper  facilities  are  furnished  for  entraining  the  ani- 
mals, and  to  see  that  skids  are  provided  for  running  wagons  and 
trucks  aboard  flat  cars. 

If  facilities  are  not  at  hand,  it  will  be  necessary  to  improvise 
such  ramps  as  the  means  at  hand  will  aiTord,  making  use  of  any 


96  TRANSPORTATIOX     OF     TROOPS     AXD     MATERIEL 

plaukS;,  rail?,  railroad  tics,  bales  of  hay,  sod,  earth,  etc.,  as  may  be 
required. 

Wagons  should  be  shipped  knocked  down  as  required  by  reg- 
ulations. If,  however,  the  run  by  rail  is  a  short  one  and  they  are 
required  for  immediate  use  on  arrival  at  destination  and  delay 
in  detraining  will  occasion  delay  in  coJiibinations,  the  vehicles  may 
be  run  on  liat  cars  and  shipped  by  merely  removing  the  wheels, 
when  the  latter  should  be  placed  in  the  beds  of  the  wagons.  No 
emergency  will  justify  the  shipment  of  vehicles  without  remov- 
ing the  wheels ;  they  should  be  thoroughly  chocked  and  tied  with 
rope,  so  as  to  prevent  them  from  changing  position. 

Artillery  carriages  are  moved  on  flat  cars  and  in  a  manner 
similar  to  the  movement  of  wheeled  transportation.  The  harness, 
saddles,  bridles,  etc.,  are  cared  for  in  a  manner  similar  to  the 
care  bestowed  upon  the  harness  for  the  wagon  trains. 

IX. 

COXDUCT   OX  BOArvD. 

Duties  011  Board. — All  officers  and  noii-commissioned  officers 
are  required  to  give  close  attention  to  the  police  and  cleanliness 
of  the  coaches  occupied  by  their  men. 

The  commanding  officer  will  provide  such  regulations  as  will 
prevent  damage  to  Lhc  coaches  and  secure  the  orderly  conduct  of 
the  troops. 

A  non-commissioned  officer  should  be  in  charge  of  eacli  coach, 
and  should  at  all  times  be  present  and  alert,  and  sliould  be  respon- 
sible for  the  conduct  of  the  men  in  the  coach. 


r;Y   ifAJL.  07 

'Ihe  coiiiiuanding  olTicer  is  responsible  for  the  discipline  of 
the  troops  on  board,  and  should  establish  such  guards  and  take 
such  other  steps  as  will  secure  proper  discipline  ainongst  the  troops 
and  prevent  interference  or  anno3'ance  in  the  operation  of  the 
train. 

The  eonimaudJng  ollicer,  accompanied  by  the.  olTicer  of  the 
day  and  the  quartermaster,  should  make  frequent  inspections  of 
the  train. 

If  the  transportation  company  has  failed  to  furnish  trans- 
portation as  provided  in  the  contract,  the  commanding  officer 
Avill  report  the  deficiencies  to  the  quarterinaster  furnishing  the 
transportation. 

Police. — The  commanding  officer  should  designate  an  officer, 
preferably  the  officer  of  the  day,  as  police  officer,  whose  duty  it 
will  be  to  have  general  charge  of  the  police  of  all  parts  of  the 
train  occupied  by  troops.  He  should  see  that  seats,  floors,  clos- 
ets, and  wash-rooms  are  kept  clean,  and  that  there  is  no  waste  of 
(water.  A  non-commissioned  officer  should  be  detailed  to  assist 
the  police  olficer,  and  he  should  have  immediate  charge  of  the 
general  police,  and  particularly  of  the  closets,  wash-rooms,  etc. 

The  non-comraissioned  officer  in  charge  of  each  car  will  be 
subject  to  the  orders  of  the  police  officer  in  all  that  affects  the 
police  of  the  car. 

The  Commissary. — The  subsistence  officer  will  liave  charge 
of  the  mess  arrangements  for  the  enlisted  men.  An  open-end 
haggage  or  freight  car,  provided  with  facilities  for  makmg  coffee, 
should  be  regarded  as  essential,  except  in  time  of  great  stress  of 
traffic,  when  it  may  not  be  possible  to  procure  one. 


9S  TRANSPOIirATIOK     OF     TROOPS     AND     MATERIEL 

The  commissary  ofiicer  should  prepare  a  scheme  for  the 
service  of  meals,  so  that  there  wiJl  be  the  least  confusion  and 
discomfort  possible. 

Inspections. — Inspections  without  arms  should  be  held  as 
required  by  regulations. 

The  Guard. — ^The  detail  for  the  guard  should  consist  of  an 
officer  of  the  day  and  such  other  officer  and  non-commissioned 
officers  and  privates  as  in  the  opinion  of  the  commanding 
officer  may  be  necessary  for  good  discipline  and  to  insure  the 
carrying  out  of  his  orders. 

The  guard  should  be  given  a  separate  place  on  the  train. 
'The  guard  should  be  used  to  preserve  order,  to  protect  property, 
to  deny  egress  from  the  train,  and  to  enforce  the  orders  of  the 
com.manding  officer. 

The  officer  of  the  day  should  establish  such  posts  and  should 
make  such  inspections  as  will  insure  the  accomplishment  of  the 
purpose  of  the  orders  of  the  commanding  officer.  He  will  espe- 
cially be  on  his  guard  against  the  introduction  of  intoxicating 
liquor  aboard  the  train. 

X. 

DETEx^INING. 

Physical  Features  of  Roads,  Yard,  etc. — If  the  detraining  is 
to  take  place  at  a  concentration  camp  or  in  its  vicinit}',  it  will 
be  necessary  that  provision  be  made  for  side-track,  spurs,  and 
switches,  to  facilitate  and  expedite  nsovements,  and  to  place 
freight,  baggage,  stock,  and  flat  cars  in  such  positions  that  they 


J5Y     HAIL.  99 

can  be  unloaded  independently  and  without  blocking  the  road  at 
points  where  the  passengers  are  to  be  detrained. 

The  temporary  yards  should  be  so  located  as  to  be  readily 
accessible  to  the  carap  site,  and  they  should  be  level  if  possible, 
especially  where  it  is  expected  to  detrain  and  entrain  passengers 
and  to  load  and  unload  freight.  A  separate  location  should  be 
"had  for  the  temporary  store-houses  that  will  not  interfere  with 
shipping  of  cars  and  the  entraining  and  detraining  of  troops  and 
materiel.  Yet  it  should  be  in  the  near  vicinity  and  readily  acces- 
sible. Ordinarily,  for  hasty  movements,  the  building  of  platforms, 
for  convenience  in  entraining  and  detraining  the  men,  is  not  con- 
sidered essential.  Platforms  should,  however,  be  built  for  dis- 
charging freight  and  supplies,  for  the  various  supply  departments. 
It  is  not  considered  essential,  on  the  other  hand,  that  platforms 
be  built  for  the  discharge  of  the  baggage  and  impedimenta  of  the 
troops  arriving  in  camp.  The  spurs  of  track  on  which  the  cars 
will  be  located  that  carry  such  equipage  and  impedimenta  should 
be  separated  sufficiently  to  permit  baggage  wagons  to  be  brought 
up  to  the  car  doorg  and  receive  their  loads  directly  from  the  cars. 

Order  and  Method. — The  detraining  should  be  in  the  hands 
of  the  same  officer  of  the  troops  who  had  charge  of  the  entrain- 
ing. The  labor  of  loading  and  unloading  the  baggage  and  equi- 
page o'f  the  organization  should  be  performed  by  a  detail  of  en- 
listed men,  and  the  sajne  detail  should  perform  both  services. 

The  officer  of  the  troops  in  charge  of  their  detraining  should 
have  definite  instructions  as  to  the  time  and  place  of  reporting 
to  the  staff  officer  at  destination  under  whose  direction  the  detrain- 
ing is  to  be  effected. 


100  TKANSI'ORTATIOX     OF     TEOOl'S     AND     JMATliFvIKL 

A  non-commissioned  officer  from  each  organization  should  be 
in  charge  of  all  property  and  supplies  required  in  camp. 

The  troops  upon  being  detrained  should  at  once  be  formed 
at  a  short  distance  from  the  train.  The  troops  on  leaving  the 
train  will  at  once  step  out  to  such  a  distance  as  will  leave  the 
immediate  vicinity  of  the  train  clear.  Under  no  circumstances 
should  any  member  of  the  detraining  organizations  be  permitted 
to  return  to  the  passenger  coaches,  which  should  be  free  and  re- 
leased within  a  few  minutes  of  the  time  that  the  engine  is  halted, 
the  freight,  baggage,  and  animal  cars  being  at  once  detached 
and  men  on  freight  spurs  in  position  for  prompt  unloading,  the 
non-commissioned  officer  in  charge  remaining  with  the  baggage 
and  impedimenta.  As  soon  as  the  troops  shall  have  left  the  train, 
the  passenger  equipment  should  be  removed  to  storage  tracks. 
The  railroad  authorities  should  be  impressed  in  advance  with  the 
necessity  of  promptly  removing  these  coaches  to  a  point  more  or 
less  remote,  in  order  not  to  block  the  road  for  succeeding  trains. 
The  fatigue  details  should  at  once  be  made  available  for  unload- 
ing the  camp  equipage,  baggage,  and  stores  foi^  immediate  use. 

The  non-commissioned  olncers  in  charge  of  stores  for  each 
organization,  having  accompanied  the  freight  and  baggage  cars, 
will  note  their  final  location  on  the  storage  tracks  and  serve  as  a 
guide  to  the  detail  sent  to  unload  the  camp  equipage,  etc. 

As  soon  as  the  troops  have  been  detrained,  the  station  de- 
training officer  should  place  in  the  hands  of  the  commanding 
officer  of  the  troops  a  copy  of  all  necessary  memoranda  afford- 
ing information  immediately  required,  indicating  the  method 
of  procuring  needed  supplies  for  his  camp,  such  as  food,  water. 


BY    RAIL.  101 

appliances  for  sinks,  forage,  bedding  if  any,  and  any  other  de- 
tails essential  to  be  known  at  the  time. 

Bemoval  from  the  Vicinity  of  the  Railroad. — The  station 
detraining  officer  should  tell  off  an  assistant  or  an  orderly,  if  no 
'staff  officer  has  been  sent  for  the  purpose,  to  guide  the  command- 
ing officer  with  his  troops  to  his  place  in  camp. 

The  officers  with  troops  charged  with  the  details  of  detrain- 
ing should  not  wait  until  the  train  stops  at  its  destination  to 
•make  the  arrangements  for  detraining,  but  all  details  should  be 
anticipated  and  provided  for  in  advance,  so  that  the  instant  the' 
signal  is  given  to  detrain,  every  man  will  move  as  one  and  will 
Icnow  in  advance  just  what  to  do,  and  if  a  mem])er  of  a  detail,  he 
will  be  previouply  told  where  to  report — e.  g.,  at  the  forward  end 
of  the  train  on  the  detraining  side.  Or  the  fatigue  details  may 
be  assembled  on  board  the  train,  and  upon  detraining  will  then 
be  marched  direct  to  the  scene  of  their  work.  The  location  of 
the  station  detraining  offiicer  will  be  indicated  by  the  quarter- 
masters guidon,  and  any  information  desired  may  at  once  be 
had  by  application  at  tliat  point. 

Staff  officers  with  proper  instructions  from  the  commanding 
general  should  meet  the  arriving  command  and  guide  the  troops 
to  their  proper  place  in  camp. 

The  troops  should  leave  the  train  by  company,  and  should  be 
assembled  by  battalion  or  in  any  other  manner  that  the  command- 
ing officer  may  direct. 

If  the  fatigue  details  have  been  told  off  and  assembled  before 
the  troops  reach  the  point  of  detraining,  they  will  detrain  inde- 
pendently under  the  orders  of  the  officer  in  charge. 


102  TUANSPORTATION     OF     TROOPS    AND     MATERIEL 

"J^he  following  details  will  be  required: 

One  group  to  report  to  the  quartermaster  of  the  troops 
to  unload  tlie  hand-baggage  of  officers  and  carry 
it  to  camp ; 
One  group  to  report  to  the  quartermaster  of  the  troops 
to  unload  ammunition,  rations,  and  baggage. 
Those  details  will  be  assembled  promptly  under  charge  of  an 
oflficer,  and  should  be  amply  large  and  sufficiently  provided  with 
non-commissioned  officers  to  accomplish  expeditiously  the  follow- 
ing services  simultaneously: 

1.  The  unloading  of  mules,  horses,  and  wagons; 

2.  The  unloading  of  baggage,  camp  equipage,  rations, 

and  ammunition; 

3.  The  drawing  of  supplies — viz.,  wood,  forage,  and 

water,  unless  other  provisions  have  been  made 
for  the  above; 

4.  The  procuring  of  such  camp  supplies  as  are  fur- 
nished by  the  Quartermaster's  Department — viz., 
sink-frames,  barrels,  lime,  oil  fuel,  hay  for 
bedding,  etc. 

,  The  quartermaster  of  the  troops  should  inform  himself  in 
advance,  if  possible,  whether  or  not  he  will  be  obliged  to  rely 
upon  the  wheel  transportation  brought  with  him,  or  if  he  will  be 
temporarily  supplied  by  the  depot  quartermaster  in  camp. 


BY    KAIL.  103 

XT. 

ENTEAINING    AND    DISPATCH    OF    LARGE    BODIES. 

In  providing  for  the  dispersal  of  a  large  body  of  troops,  the 
details  of  providing  railroad  equipment,  entraining,  and  dispatch 
of  trains  must  be  worked  out  with  the  greatest  care,  for  details  and 
full  information  must  be  provided  to  all  concerned,  both  troops 
and  railway  officials.  It  is  believed  that  these  points  can  be  most 
satisfactorily  illustrated  by  a  concrete  example,  quoting  from  the 
l-eport  of  the  Chief  Quartermaster  of  the  Maneuver  Division  at 
Fort  Eiley,  1903 : 

"Arrangemenls  for  Return  Journey  — I'rovisions  for  the  re- 
turn journey  were  made  well  in  advance.  Information  showing 
the  equipment  to  be  furnished  in  each  case,  the  number  of  each 
train,  and  its  location  on  the  tracks;  a  schedule  showing  time 
of  departure  and  from  what  point  each  train  would  be  dispatched; 
carefully  prepared  instructions  as  to  where  and  in  what  manner 
bills  of  lading  for  freight  accompanying  each  movement  of  troops 
would  be  completed,  together  v/ith  other  necessary  instructions  in 
detail,  were  furnished  commanding  oflicers  and  quartermasters 
well  in  advance  of  the  date  set  for  breaking  camp.  By  this  means 
oversight  or  errors  in  calling  for  equipment  could  be  discovered 
and  remedied  in  ample  time.  The  m^ke-up  of  trains  was  worked 
out  with  great  care,  and  by  reference  to  memoranda  below  it  will 
be  seen  that  the  make-up  of  entire  individual  trains  was  provided 
for  in  detail. 

"Quartennasters  and  commanding  officers  were  requested  to 
notify  connecting  lines  by  wire  of  the  hour  at  which  their  trains 


104  TRANSPOKTATION     OF     TROOPS     AXD     MATERIEL 

would  arrive  at  junction  points,  giving  the  number  of  men,  amount 
of  baggage,  equipment,  etc.,  in  order  that  prompt  service  might 
be  insured.  Agents  at  such  junction  points  were  notified  by  the 
Chief  Quartermaster  of  the  hour  of  departure  of  all  trains,  but  it 
is  obvious  that  it  would  be  impracticable  to  keep  in  touch  with  all 
detachments  of  troops  dispersing  to  various  parts  of  the  country 
after  their  leaving  camp. 

''The  result  of  the  arrangements  made  proved  successful 
The  first  embarkation  of  troops  occurred  on  the  morning  of  the 
27th  of  October.  The  schedule  prepared  for  the  entraining  of 
the  various  militia  organizations  allowed  three  hours  and  thirty 
minutes;  the  time  actually  consumed  was  three  hours  and  twenty- 
five  minutes,  for  twenty-one  trains,  several  of  which  were  doubled 
as  far  as  Manhattan  going  east,  and  Junction  City  going  west. 
These  twenty-one  trains  distributed  troops  to  nearly  two  hundred 
different  points,  and  all  agents  of  railroads  at  connecting  points 
were  notified  by  the  Chief  Quartermaster  of  the  time  of  depart- 
ure. The  trains  were  dispatc'hed  at  intervals  of  fifteen  minutes, 
and,  with  the  exception  of  one  provisional  regiment,  the  first  em- 
barked, which  was  thirty  minutes  late,  there  were  no  delays. 

"In  the  movement  of  the  regular  troops,  similar  satisfactory 
results  were  obtained,  under  far  less  advantageous  circumstances. 
The  night  preceding  was  wet  and  stormy,  and  the  morning  of  the 
movement  very  disagreeable,  under  which  circumstances  all  work 
would  ordinarily  have  loeen  very  sIoav.  All  trains,  however,  were 
dispatched  precisely  on  schedule  time,  M'ith  the  exception  of  a  sin- 
gle cavalry  regiment. 


BY    R.VIL.  105 

"The  following   memoranda  were   published   by   the    Chief 
<Juartermaster  by  authority  of  the  commanding  general,  with  the 
view  of  expediting  and  systematizing  the  entraining  and  depart- 
ure of  troops : 
1.  "Office  of  the  Chief  Quartermaster, 

"Provisional  Division, 
"Fort  IJiley,  Kas.,  October  25,  1903. 
*'The  Commanding  Officer, 


"By  authority  of  the  Division  Commander. 

"Sir, — I  have  the  honor  to  inclose  herewith  a  memorandum 
showing  the  number  of  the  train,  and  the  equipment  therefor, 
which  will  convey  }our  command  from  this  encampment  on  the 
morning  of  November  1,  1903.  It  is  understood  that  an  order 
will  be  issued  by  the  Adjutant-General  of  the  Division  directing 
the  regiments  to  strike  their  heavy  tentage,  and  place  all  heavy 
baggage  and  equipage  aboard  the  freight  trains  which  will  be  made 
up  on  the  siding  during  the  31st  inst.,  and  to  clear  their  camp 
sites,  returning  quartermaster's  supplies  and  stores  not  needed  to 
points  from  which  drawn,  so  as  to  leave  as  little  work  as  possible 
to  be  done  on  the  day  of  breaking  camp. 

"All  freight,  baggage,  and  stock  equipment  of  the  railroad 
will  be  set  for  all  trains  by  8:00  o'clock  a.  m.  on  the  31st  inst., 
when  they  will  be  available  for  your  command  to  load.  Each 
car'  of  this  equipment  will  be  marked  with  the  number  of  the 
train.  Please  send  your  quartermaster  to  the  office  of  the  Chief 
Quartermaster  for  instructions  in  case  there  is  anything  what- 
ever in  doubt  as  to  the  metliod  by  which  the  details  of  this  en- 
training shall  take  place. 


106  TE-iNSPOKTATION     OF     TPtOOPS     AISID     MATERIEL 

"It  is  contemplated  that  the  first  organization  will  leave 
camp  at  seven  o'clock  a.  ni.,  after  which  other  organizations 
will  leave  until  the  last  shall  have  departed,  at  intervals  of  fif- 
teen minntes  between  trains. 

"It  is  desired  that  nothing  be  left  undone  to  be  ready  with 
the  baggage  loaded  for  the  moveaient,  as  any  delay  will  neces- 
sarily disjoint  the  schedule  and  result  in  multipiying  the  delay. 
"The  freight,  baggage,  and  stock  equipment  will  be  marked 
wth  the  number  of  the  train  at  the  east  end  of  the  car,  on  the 
side  towards  the  camp. 

"'Very  respectfully,  , 

"Chief  Quartermaster." 
2.  "Headquarters  Provisional  Division, 

"Chief  Quartermaster's  Ofiice, 

"Fort  Eiley,  Kas.,  October  28,  1903. 
"The  Quartermaster, 


"Through  the  Commanding  Ollicer. 

'■'Sir, — You  will  report  at  the  olfice  of  the  Depot  Quarter- 
master, at  the  end  of  Spur  No.  4,  Pawnee  Flats,  on  the  morning 
of  the  3ist  inst.,  at  nine  o'clock,  to  arrange  for  tlie  completing 
of  the  bills  of  lading  for  Government  property  to  be  carried 
on  tlie  railroad  equipment  transporting  your  command  to  its 
home  station. 

"A  representative  of  the  Quartermaster's  Department  will 
be  a"t  that  place  to  arrange  all  details,  as  will  also  a  representa- 
tive of  the  raUroad  company,  who  will  sign  all  bills  of  lading 
as  each  equipment  is  loaded. 


BY    RAIL.  107 

"It  is  intended  to  complete  all  bills  of  lading  on  the  31st 
instant.  Quartermasters  and  acting  quartermasters  will  be  ex- 
pected to  bill  their  ovm  property  and  to  provide  necessary  trans- 
portation requests. 

'Tery  respectfully,  , 

"Chief  Quartermaster." 
3.  "Headquarters  Provisional  Division, 

"Chief  Quartermaster's  Office, 

"Fort  Riley,  Kas.,  October  28,  1903. 
"The  Quartermaster, 


"Through  the  Commanding  Officer. 
"Sir, — As  soon  as  the  freight  and  baggage  equipment  of 
youT  company  shall  be  completely  loaded  and  ready  for  the  make- 
up of  the  train,  on  the  morning  of  the  1st  proximo,  the  Chief 
Quartermaster,  or  his  representative  who  will  be  stationed  at  the 
switch  on  the  main  line,  will  be  at  once  notified. 

"As  soon  as  troops  are  aboard  their  respective  trains,  the 
Chief  Quartermaster,  or  his  representative  at  the  same  point,  will 
be  notified,  when  signal  will  be  given  for  dispatch  of  the  train. 

"Very  respectfully,  , 

"Chief  Quartermaster." 
4.  "Headquarters  Provisional  Division, 

"Chief  Quartermaster's  Office, 

"Fort  Piley,  Kas.,  October  26,  1903. 
"The  Commanding  Officer, 


^^y  authority  of  the  Division  Commander. 
'Sir, — Reference  to  the  return  of  your  command  to  its  proper 


108  TRANSPORTATION     OF     'J'ROOPS     AND     MATERIEL 

station,  it  is  respectfully  suggested  tliat  you  cause  your  quarter- 
master to  wire  the  various  routes  with  which  your  organizations 
connect,  in  order  that  prompt  service  may  be  had  from  junction 
points. 

"The  Chief  Quartermaster  of  the  Division  has  arranged  trans- 
portation for  leaving  this  encampment,  but  it  is  ■obvious  that  it 
will  be  impossible  for  him  to  keep  in  touch  with  the  movements  of 
all  the  detachments  of  troops  dispersing  from  this  camp  in  or- 
der to  arrange  prompt  connections.  This  should  be  done  by  the 
commanding  officers  and  quartermasters  whose  commands  are 
concerned. 

'Tlailroad  agents  should  be  notified  of  the  time  to  expect 
arrivals  at  junction  points,  and  the  number  of  men  and  amount 
of  equipment  in  each  case. 

"All  baggage  should  be  carefully  marked,  so  that  it  can  be 
promptly  identified,  and  it  should  be  stowed  together  in  such  a 
way  as  to  avoid  confusion  when  removed  from  baggage  cars  at 
destination. 

"Very  respectfully, , 

"Chief  Quartermaster." 
5.  "Headquarters  Provisional  Division, 

"Chief  Quartermaster's  Office, 
"Fort  Eiley,  Kas.,  October  28,  1903. 
"The  Commanding  Oilicer, 


"By  authority  of  the  Division  Commander. 
"Sir, — I  have  the  honor  to  request  that  chutes  for  loading 


JiY     RAIL. 


\09 


itock  be  all  placed  the  night  of  the  31st  instant,  and  that  stock 
be  loaded  at  daylight,  or  as  early  thereafter  as  practicable,  on 
the  morning  of  November  1st,  in  order  to  expedite  the  entraining 
of  animals. 

'^''eiy  respectfully,  , 

"Chief  Quartermaster." 
G,  "Headquarters  Provisional  Division, 

"Chief  Quartermaster's  Office, 
"For  Riley,  Kas.,  October  28,  1903. 
"The  Quartermaster, 


"Through  the  Commanding  Oilicer. 
«Sir^ — It  is  respectfully  recommended,  in  order  to  facilitate 
and  expedite  the  labor  of  loading  on  the  morning  of  breaking  camp, 
and  departure  of  troops  therefrom,  that  the  same  fatigue  details 
oised  during  the  31st  for  the  loading  of  cars  be  continued  for  the 
following  day,  and  that  these  details  be  made  sufficiently  substan- 
tial so  that  no  delays  can  result  on  account  of  insufficiency  of  help. 

^^ery  respectfully,  , 

"Chief  Quartermaster," 
It  was  found  desirable  to  furnish  the  foregoing  memoranda, 
in  order  that  all  concerned  should  become  acquainted  with  the  de- 
tails of  entraining. 

"In  perfecting  the  arrangements  for  this  movement  of  troops, 
the  followanc:  forms  of  memoranda  were  made  use  of: 


no 


TRANSPORTATION     OF    TROOPS    AND    MATERIEL 


>  Headed  west. 
V  Headed  west. 


"MEMORANDA  FOK  OPERATIXG  DEPARTMENT, 
UNION"  PACIFIC  RAILROAD  COMPANY. 

"The  following-  trains  !?hould  be  made  up  complete,  and  set 
on  the  siding  at  Pawnee  Flats  by  eight  o'clock  on  the  morning  of 
October  26th,  for  the  Texas  Provisional  Regiment: 

"To  go  via  M.,  K.  &  T. : 

1st  train :      3  baggage  cars, 

6  tourist  cars, 

1  Pullman,  standard, 
2d  train:       2  baggage  cars, 

6  tourist  cars, 

1  Pullman,  standard, 

"To  go  via  Rock  Island  route: 
3d  train:      2  freight  cars,  ] 

4  SfcS?  \  Headed  east. 

1  Pullman,  standard,        J 
"Also  the  f olloAving  at  the  west  end  of  Spur  No.  4 : 

1  vehicle  car, 

2  furniture  cars, 
1  stock  car, 

1  flat  car. 

"Also  the  following  freight  and  baggage  equipment,  which  will 
be  numbered  from  east  to  west;  therefore,  in  placing  equipment, 

read  up: 

Nebraska:       4th  train:  1  stock  car;  4  baggage  cars. 

5th  train :  1  stock  car ;  4  baggage  cars. 

6th  train:  1  stock  car;  3  baggage  cars. 

Iowa:  7th  train:  1  baggage  car;  1  palace  stock  car,  16  horses. 

8th  train:  1  baggage  car. 

9th  train:  1  vehicle  car,  large;  1  baggage  car. 

Missouri:       10th  train:  1  stock  car,  palace,  17  horses;  1  baggage  car. 

11th  train:  1  baggage  car. 

Kansas:         12th  train:  1  flat  car;  2  stock  cars;  1  freight  car;  1  furniture 

car;  6  baggage  cars 

13th  train;  1  stock  car;  6  freight  or  baggage  cars. 

14th  train:  1  flat  car;  2  stock  cars;  2  freight  cars;  1  bag- 
gage car. 

1 5th  train :  2  stock  cars ;  4  freight  or  baggage  cars. 


BY    RAIL.  Ill 

"In  addition  to  this,  it  is  desired  to  have  the  following  pas- 
lenger  equipment  placed  upon  the  other  spars: 
"On  Spur  Xo.  2,  the  following : 

Nebraska:    4th  train:       1  Pullman,  standard;  12  day  coaches. 
5th  train:     10  day  coaches. 
6th  train:       1  PuUmao,  standard;  5  day  coaches. 

"On  Spur  No.  1,  the  following: 

Iowa:  7th  train:  1  Pullman,  standard ;  7  tourists. 
8th  train:  1  Pullman,  standard;  6  tourists. 
9th  train :     1  Pullman,  standard ;  7  tourists. 

"Spur  No.  3,  to  be  used  for  freight  and  baggage : 

Missouri:     10th  train:     12  day  coaches.  1    To  be  run  on  to  siding  as  soon 
nth  train:     10  day  coaches.  J        as  Texas  is  out. 

"There  should  be  niade  up  as  near  to,  and  as  available  as  pos- 
sible to  the  Pawnee  Flats,  the  following  passenger  equipment  in 
sections  as  follows: 

Kansas:     12th  train:  8  day  coaches. 

13th  train:  11  day  coaches. 

14th  train:  4  day  coaches. 

15th  train :  5  day  coaches. 

"The  following  trains  should  be  made  up  complete,  and  set 
on  the  siding  at  Pawnee  Flats  by  eight  o'clock  on  the  morning 
of  October  31st. 

'T!n  making  up  trains  for  the  movement  of  these  troops,  it  is 
absolutely  necessary  that  either  a  baggage  car  with  doors  in 
ends,  or  a  freight  car  similarly  provided,  be  placed  next  the  pass- 
enger equipment,  so  as  to  admit  of  ingress  and  egress,  on  account 
of  travel  rations  to  be  carried  therein. 


112 


TRANSPORT  ATIOK     OP     TROOPS     A]\D     MATERIEL 


2d  Via  U.  P.  K.  K.  to  J  bit  D.  A.  Russell,  Wyo. 

Infantry:     1st  train:     1  baggage  car;  1  ordinarj'  freight  car;  2  ordinary- 
stock  cars;  2  gondola  cars;  headed  west. 
Via  U.  P.  R.  R.  and  D.  &  R.  G.  to  Fort  Logan,  Colo. 
2d  train:     1  baggage  car;  1  ordinary  freight  car;  4  ordinary 

stock  cars;  headed  west. 
^^ia  U.  P.  R.  R.  and  D.  &  R.  G.  to  Fort  Logan,  Colo. 
3d  train:     1  baggage  car;    1  ordinary  freight  car;  3  gondola, 
cars. 

"Also  the  following  freight  and  baggage  equipment,  which 
will  be  numbered  from  east  to  Avest ;  therefore,  in  placing  equip- 
ment,  read  up. 

Equipment  to  be  placed  on  Spur  Xo.  4  as  far  as  possible,  and 

the  overflow  taken  up  with  Spur  No.  3. 

1st  Batt.  &     Via  U.  P.  R.  R.  to  Fort  I'ouglas,  Utah. 
Headq'rt'rs 
12th  Inf't'v. 


Cos.  "I" 

&  "M,"  21st 

Inf't'y. 

Cos.  "K" 

&  "L,"  21st 

Inf't'y. 


4th  train.  1  baggage  car;  2  ordinary  freight  cars;  2  or- 
dinary stock  cars;  1  palace  car,  8  horses;  4 
gondola  cars. 

Via  U.  P.,  C.  G.  W.  and  N.  P.  to  Ft.  Lincoln,  N.  D. 

5th  train:     1  baggage  car. 


Via  U.  P.,  C.  G.  W.  and  N.  P.  to  Ft.  Keogh,  Mont. 

Afso 5th train :  1  baggage  car;  1  furniture  car;  2  ordinary 
stock  cars;  2  gondola  cars,  28  mules,  4 
horses. 

Via  U.  P.  and  C.  M.  &  St.  P.  to  Ft.  Snelling,  Minn. 

6th  train:  2  ordinary  freight  cars  (1  with  open  end,  placed 
next  passenger  equipment);  2  ordinary 
stock  cars. 

Via  U.  P.  &  N.  W.  to  Ft.  Snelling,  Minn. 

7th  train:     2  furniture  cars  (1  open  end,  placed  next  pas- 
senger equipment);  1  palace  horse  car;  1 
gondola  car. 
25th  Inf't'y.   Via  U.  P.  &  F.  E.  &  M.  V.  to  Ft.  Niobrara,  Neb. 

8th  train:  1  baggage  car;  4  ordinary  freight  cars;  4  gon- 
dola cars. 

Via  U.  P  and  F.  E.  &  M.  V.  to  Ft.  Niobrara,  Neb. 

9th  train:     1  bag.gage  car;  5  ordinary  freight  cars. 

Via  U.  P.  to  Fort  Leavenworth,  Kans. 
10th  train :     1  baggage  car ;  4  ordinary  freight  cars;  1  palace 
horse  car,  16  horses;  1  gondola  car. 


21st  Inf't'v. 


21st  Inf't'y 
with   Head- 
quarters. 


eth  Inf't'y. 


BY    RAIL.  113 

Signal  and    Via  U.  P.,  Big  Four  and  C.  &  O.  to  Washington   Barracks 
Hospital  and  Fort  Myer,  Va. 

Corps.        14th  train ;     1  baggage  car ;  2  freight  cars. 

"In  addition  to  the  above,  it  is  desired  to  have  the  following 

passenger  equipment  placed  upon  other  spurs: 

"On  Spur  No.  2 : 

4th  train:  5  tourists;  1  Pullman,  standard. 
5th  train:  6  tourists;  1  PuUman,  standard. 
6th  train:     6  tourists;  1  Pullman,  standard, 

"On  Spur  No.  1: 

7th  train;  7  tourists;  1  Pullman,  standard. 
8th  train:     5  tourists;  1  Pullman,  standard. 

9th  train"     5  tourists;  1  Pullman,  standard.  • 

(Buffet  car  desired, if  possible,  on  9th  train;  17  officers,  25th  infantry, 

on  this  train.) 

10th  train:     6  daj'  coaches,  one  of  which  should  be  chair  car.     To  be 

held  as  near  Pawnee  Mats  as  possible,  and  run  in  on 

the  first  available  empty  spur. 

"The   entire  equipment   for   trains   Nos.    11,    12,    and    13, 

carrying  the  lOtli  Cavalry,  will  be  made  up  and  made  available 

at  the  long  spur  running  into  the  quartermaster's  corral.     This 

on  account  of  the  large  number  of  animals  to  be  loaded  there. 

The  complete  equipment  of  these  trains  will  be  as  follows: 

10th       llth  train;     4  ordinary  freight  cars;  7  ordinary  stock  cars;  2 
Cavalry:  palace  horse  cars,  31  horses;  9  gondola  cars; 

1  tourist. 
12th  train:     1  ordinary  freight   car;  24  ordinary  stock  cars;  1 

tourist  sleeper. 
13th  train:     2  baggage  cars;  9  tourists;  2  Pullman,  standard. 

"The  first  two  trains  should  be  put  on  this  siding,  so  that 
freight  can  be  loaded  on  the  m(.rning  of  the  31st,  not  later  than  8 
o'clock;  passenger  equipment  can  be  run  in  after  freig'ht  equip- 
ment has  been  loaded  and  AvithdraAvn.  The  former  should  be 
held  near  at  hand. 


114 


TRAXSrOI!TAT]OX     OF     TROOPS     AM)     M.VTKRIF.L 


"Traill  Xo.  14  sliould  be  held  in  liaiul  ready  to  run  to  Pawnee 
Flats,  as  early  as  possible,  as  follows: 

14th  train:     3  tourist  sleepers;  1  Pullman,  standard. 
"All  tovirist  sleepers  above  enumerated  to  be  sixteen  section 
or  equivalent. 

'^ery  respectfully,  , 

"Chief  Quartermaster." 
"The  following  consolidated  memoranda  were  prepared  for 
use  in  the  Chief  Quartermaster's  office,  and  copies  were  furnished 
for  necessarv  use  of  all  concerned: 


Organiza- 
tion. 

6 

d 

Route. 

3 
O 

6 
6 
4 

7 
6 

7 

d 

a 

1 
1 

1 

1 
1 

1 

1 
1 

o 

O 

Q 

Baggage. 
Freight. 

o 
o 

fa 

6 

u 

1 

"S 

u 
3 
fa 

TEXAS 

NEBRASKA 

IOWA 

MISSOURI.. 
KANSAS . .  . 

1 
2 
3 

4 
5 
6 

7 
8 
9 

10 
11 

12 
13 
14 
15 

U.  P.  &  M.  K.  T.. 
U.  P.  &  M.  K.  T.. 
U.  P.  &  R.  I 

Union  Pacific 

Union  Pacific 

Union  Pacific 

U.  P.  &  Burl 

U.  P.  &  Burl 

U.  P.  &  R.  I 

Union  Pacific 

Union  Pacific 

Union  Pacific 

U.  P.  &  M.  K.  T.. 

U.  P.  &  R.  I 

Union  Pacific 

12 

10 

5 

12 
10 

8 

11 

4 

5 

3 
2 
1 

4 
4 
3 

1 
1 
1 

1 
i« 

6 

1 

2 

1 
6 
2 
4 

1 

1 

1 
1 

1* 

It 

9 

i 

2 
2 

1 
1 

1 

*  Palace,  16  horses. 
X  Palace,  17  horses. 


**  Vehicle. 

XX  Q.  M.  fur.  car,  to  be  loaded  26th. 


I'.Y     KAIL. 


115 


Organization 


2d  Infantry. 


12th  Infantry. 

21stlnf.,  Cos.  I 
&MandK&L 


21st  Inf.,  1st  & 
2d  Batt... 


•25th  Infantry. 

€th  Infantry. . 
10th  Cavalry. 


Signal  &  Hos- 
pital Corps 


Route. 


U.  P 

U.P.D.&R.G. 
U.P.D.&R.Q. 


U.  P. 


U.  P.  &N.  P.& 
C.  &  G.  W. 


U.  P.  &I.  c.  & 
M.  &  St.  L... 


U.  P.  &N.  W. 


U.  P.  &  F.  E. 
M.  V 


U.  P. 


U.  P.  to  Fort 

(Via  Sidney).. 


U.    P.,    Wab., 

Big  Four  and 

'    C.  &  O 


Destination. 


Fort  Rassell... 
Fort  Logan  . . . 
Fort  Logan  . . 

Fort  Douglas.. 

Fort  Lincoln  . 
Fort  Keogh... 


Fort  Snelling. 
Fort  Snelling. 
Ft-  Niobrara.. 

Ft.Leavenw'th 
Robinson 


Washington. . 


Remarks. 


6  horses. 


Orl baggage 
car.openend. 

10  horses. 

*'Open  end 
baggage;25th 
Inf.  desire 
buffet  car  for 
17  people. 

*1  chair  car, 
10  horses. 

♦31  horses. 


Air-brake 
box  cars. 


116 


TRANyPOKTATION    OF    TROOPS    AND     MATERIEL 


"The  following  form   of  schedule  was  prepared  and   dis- 
tributed : 


SCHEDULE  OF  DEPARTURE    OF   TRAINS,    TRANSPORTATION 
MILITIA    TROOPS    FROM    PAWNEE    FLATS,  FORT 
RILEY  RESERVATION,  TUESDAY  MORN- 
ING, OCTOBER  27,  1903. 


Texas: 

Train  No.     1 

2 

3 

Nebraska : 

4 
5 
6 

Iowa: 

'             7 
8 
9 

Missouri; 
Kansas: 

10 
11 
12 
13 
14 
15 

.  7 
.  7 
.  7 
.  7 
.  8 
.  8 
.  8 
.  8 
.  9 
.  9 
.  9 
.  9 
.10 
.10 
.10 


:00  a.  m- 
:15  a.  m- 
:30  a.  m. 
:45  a.  m- 
:00  a.  m. 
:15  a.  m. 
:30  a.  m. 
45  a.  m. 
:00  a.  m. 
:15  a.  m. 
:30  a.  m. 
:45  a.  m. 
:00  a.  m. 
:15  a.  m. 
:30  a.  m. 


SCHEDULE  OF   DEPARTURE    OF    TRAINS,  TRANSPORTATION 
REGULAR  TROOPS  FROM   PAWNEE    FLATS,  FORT 
RILEY  RESERVATION,  MONDAY  MORN- 
ING, NOVEMBER  1,  1903. 

Train  No.     1 7:00  a.  m, 

"  2 7 :15  a.  m. 

"  3 7:30  a.m. 

"  4 7:45  a.m. 

"  5 8:00  a.  m. 

"  6 8:15  a.  m> 

"  7 8:30  a.  m. 

"  8 8 :45  a.  m. 

"  9 9 :00  a.  m. 

"  10 9:15  a.  m, 

"  11 9:30  a.  m 

"  12 9:45  a.  m 

"  13 10:00  a.  m 


2d  Infantry : 


12th  Infantry; 
21st  Infantry: 


25th  Infantry : 

6th  Infantry: 
10th  Cavalry : 


Signal  Corps  and 
Hospital  Corps  • 


14 10:15  a.  m. 


BY    KAIL, 


117 


''In  addition  to  the  foregoing,  the  following  detailed  form  of 
memorandum  was  furnished  each  organization  and  to  officials  of 
the  railroad  company: 

KANSAS  NATIONAL  GUARD, 


Organization. 


Train  No.  12. 


Brg.  Hqrs.,  Co.  A 

]stRegt.,Batt.  B 

Co.  F  and  Band 

Co.G 

Co.  H  and  Hqrs 

Co.  I  &  Hosp.  Corps. 
Co.K 


Train  No.  13. 


Co.  B,  1st  Regt. 


Co.  C 

Co.D 

Co.E 

Co,  L 

Co.  M 

Co.  C,  2d  Regt. .  . . 

Co.F 

Co.  D,  Reg.  Hqrs, 
Co.  I  and  Band.... 


Train  No.  14. 

Co.  A  and  Batt.  A. 

Co.B 

Co.  E 


Train  No,  15. 


Co.G. 
Co.H. 
Co.K. 
Co.  L. 
Co.  M. 


Destination. 


Route. 


Topeka 

Hiawatha.. . . 

Sabetha 

Lawrence. . . . 
Manhattan... 
Atchison 


Burlingame. . 

Burlington.. . 

Chanute 

Ottawa 

Yates  Center. 

Fredonia 

Sterling 

Larned 

Newton 

Emporia 


Wichita 

Wellington. . 
Hutchinson. 


Osborne 

Ellsworth 

Lindsborg 

Concordia.. . . 
Saliua 


Union  Pacific, 
do 
do 
do 
do 
do 


U.  P.,  M.  K.&  T 

and  S.  F 

U.  P.,  M.  K.&  T 

do 

do 
U.  P.  and  M.  P. 
M.  K.  &T.,  S.  F 

do 

do 

do 

do 


U.  P.  and  R.  I. 
do 

do 


Union  Pacific. 

do 

do 

do 

do 


Cars  req'r'd 


1'  2 


1 
1 
1 
1 
1 


Remarks 


♦Furnt.  oar. 
20  horses,  pal. 


1  20  horses,  pal. 


9  horses. 


7  horses. 
4  horses. 


(2  horses  go 
with  baggage.) 

5  horses. 


118  TKAXSPORTATIOiN"     OP     TKOOI'S     AND     iMzVT]:UlEL 

"In  conehidiiig  the  subject  of  entraining  and  transporting 
the  troops  on  their  departure  from  tills  encampment,  it  will 
be  noted  that  three  distinct  steps  marked  the  arrangement  of  the 
details  of  the  transportation  feature,  in  order  to  ensure  a  thorough 
understanding  of  all  particulars,  both  by  the  troops  to  be  carried, 
and  by  the  railroad  officials  furnishiug  the  equipment  and  service : 

"1st.  Each  individual  organization  with  a  separate  destina- 
tion was  taken  up  in  turn,  and  its  routing  fixed. 

"2d.  These  were  then  consolidated,  and  a  common  routing 
given  as  far  as  practicable,  until  full  trains  were  made  up.  The 
detailed  equipment  required  was  then  tabulated  as  previously 
shown  herein. 

"3d.  There  was  then  furnished  to  the  operating  department 
of  the  railroad  a  memorandum  of  tlie  make-up  of  each  individ- 
ual train,  giving  the  order  in  which  the  cars  pertaining  to  each 
train  were  to  be  ])laced  on  each  track,  and  the  direction  each  was 
to  head.  The  necessary  schedules  were  prepared,  showing  hours 
of  departure,  also  giving  other  details  of  the  movement,  and  fur- 
nished to  all  parties  at  interest." 

XII. 

CONSTEUCTIOX  AN^D  EEPAII?    OF   RAILROADS. 

The  occasions  in  these  days  will  be  frequent  when  it  will  be 
found  necessary  in  the  midst  of  an  active  campaign  to  construct 
railroads  of  considerai)le  length.  In  the  past  several  notable 
examples  exist  of  the  construction  of  railroads  during  the  prog- 
ress of  the  campaign,  the  most  notable  of  which  were  the  roads 
constructed  by  Iiussia  in  the  campaign  of  1877  between  Bender 


i:v    liAii..  119 

and  CJalatz.  'I'ho  length  cons^triutcd  was  KiT  miles,  and  the 
time  occupied  was  from  the  middle  of  Juno  until  the  following 
Xovember. 

In  the  present  war  both  contestants  are  bending  every  energy 
to  build  new  roads  and  repair  old  ones  and  to  increase  the  power 
of  the  latter  by  increasing  the  number  and  length  of  the  sidings. 

During  the  Civil  ^Vi\v  very  extensive  railroad  construction 
iw^as  undertaken,  and  the  systematic  method  with  which  repairs 
were  accomplished,  and  destroyed  portions  of  the  roads  restored, 
is  one  of  the  marvels  of  that  gigantic  struggle.  In  many  cases 
a  road  that  had  been  torn  up  for  miles,  tics  burned,  bridges  de- 
etroyed.  and  rails  bent  and  twisted,  was  again  in  operation  before 
the  lapse  of   forty-eight  hours. 

Not  only  was  the  material,  including  ties,  rails,  spikes, 
switches,  and  bridge  material,  on  hand  for  reconstruction,  but  in 
many  instances,  the  bridges  were  actually  framed  and  ready  to 
be  put  together,  and  were  loaded  on  cars,  and  sent  to  the  point 
of  destination  within  a  few  hours  after  the  report  of  destruction 
was  received.  This  was  notably  the  ea-se  with  the  connections 
with  the  Arm}'  of  the  Potomac.  Every  bridge  between  the  Poto- 
mac Eiver  and  the  advanced  position  of  the  army  was  duplicated, 
framed,  and  stored,  so  as  to  lie  available  lor  immediate  use  on 
the  lines  of  communication,  in  case  the  original  was  destroyed. 
And  the  advantage  of  this  wise  foresight  was  many  times  ex- 
em.plified  in  the  course  of  the  campaigns. 

In  the  second  year  of  the  war  there  were  in  operation  930 
miles  of  railway  which  were  repaired,  equipped,  and  managed  by 
the    Ouartermaster's    Department.      Some    of    these    roads    were 


120  TRAN'SPOKTATION     OF     TUOOPS     AND     ]\IATEKIF.L 

destroyed  many  times,  and  the  feats  of  i-tconstTuction  and  bridgt- 
building  would  be  very  creditable  at  this  day  with  the  improved 
facilities  and  appliances  now  available.  Across  the  Chattahoo- 
chee Eiver  near  Atlanta  a  bridge  750  I'eet  in  length  and  92  feet 
high  was  placed  in  position,  in  four  and  one-half  days.  This  at 
a  place  remote  from  any  point  affording  a  supply  of  railroad 
materials. 

As  an  incident  showing  the  full  development  of  the  military 
railroad  service,  the  case  of  tlie  Orange  &  Alexandria  E.  E.,  under 
Col.  McCal] urn's  management,  may  be  cited.  It  was  declared 
by  General  Burnside  that  it  was  not  capable  of  supplying  a 
column  of  more  than  10,000  men.  After  a  few  weeks'  repairs  and 
placing  of  sidings  and  terminals,  its  capacity  was  practically 
increased  eight-fold. 

During  Sherman^s  march  to  Atlanta  the  railroad  in  his 
rear  was  constantly  raided  and  destroyed,  yet  at  no  time  was  his 
connection  interrupted  for  a  longer  period  than  five  days 
though  it  was  necessary  at  times  to  cover  gaps  in  the  road  by 
making  transfers.  The  organized  forces  for  repairs  were  so 
complete  and  so  perfectly  equipped  that  even  with  the  com- 
paratively crude  methods  of  forty  years  ago,  no  raiding  party 
could  create  a  serious  check  in  the  forwarding  of  supplies  by 
destro5dng  the  roads. 

It  is  certain  that  to  the  skill  with  which  the  railroads  behind 
General  Sherman's  army  were  repaired  is  due  in  a  large  degree 
the  success  of  his  movements,  and  it  is  certain  that  no  one  was 
so  much  surprised  as  the  enemy  to  find  that  his  work  of  destruc- 
tion never  checked  the  forward  movement  of  supplies  for  so  long 


BY     ILUL.  121 

a  period  as  five  days,  and  checked  the  forward  movement  of  the 
army  itself  not  at  all.  The  most  extensive  destruction  of  road 
in  this  campaign  was  that  eifeoted  by  General  Hord's  Army  in 
October,  '64,  when  he  destroyed  35 Mj  miles  of  track  and  455 
lineal  feet  of  bridges  all  of  which  was  repaired  and  trains  were 
running  in  thirteen  days.  This  occurred  after  General  Sher- 
man had  occupied  Atlanta. 

During  the  last  year  of  the  M^ar,  in  the  Department  of  the 
Cumberland,  1769  miles  of  military  railway  were  repaired,  main- 
tained, stocked,  and  operated  by  the  Quartermaster's  Department. 

The  officials  and  employees  of  these  roads  were  men  who 
were  familiar  with  construction,  repair,  and  operation  of  rail- 
roads, and  who  had  been  trained  to  that  service. 

In  the  repair  of  railroads,  the  Department  went  to  the 
length  of  constructing  a  new  rolling  mills  for  re-rolling  the 
rails. 

As  soon  as  peace  was  declared,  steps  were  taken  to  transfer 
all  railroads  in  the  hands  of  the  Government  back  to  their  orig- 
inal owners  as  soon  as  loyal  directors  and  owners  could  be 
elected  to  take  charge. 

In  some  cases  the  roads  were  transferred  to  Boards  of  Pub- 
lic Works  in  the  States. 

The  Government  made  no  charges  for  repairs  or  reconstruc- 
tion of  any  of  these  roads.  Nor,  on  the  other  hand,  did  it  admit 
any  liability  for  damages. 

Many  patent  devices  for  temporary  railways  to  be  built 
by  quick  construction  for  military  purposes  have  been  considered 
by  different  services  abroad;  none  of  these,  however,  have  ever 
been  deemed  to  be  practicable  with  us,  and  none  of  theni  have 


122  TRANSPOKTATION     OF     TROOPS     AND     ]M\TKl!n;L 

ever  met  with  favor  in  this  country.  There  is  little  doubt,  how- 
ever, that  if  the  necessities  of  war  require  railroad-construction 
on  the  part  of  our  Government,  little  time  need  be  lost  in  estab- 
lishing any  essential  roads.  Suck  are  the  resources  of  our  country 
and  our  Government  that  it  is  believed  that  little  consideration 
need  be  given  in  advance  to  s])eeial  devices  of  this  character, 
especially  as  in  any  case  the  conditions  and  location  will  large- 
ly control  the  means  to  be  used. 

Many  temporary  devices  are  made  use  of  in  the  commercial 
world  for  hasty  construction  of  tramways,  which  would  be  useful 
in  military  operations,  especially  at  terminal  military  stations, 
in  siege  operations,  permanent  camps  and  winter  quarters  and 
on  wharves,  etc.,  but  it  has  never  been  considered  desirable  in 
this  country  to  elaborate  a  special  system  of  them  for  military 
jmrposcs.  It  would  seern  desirable  however  to  have  a  limited 
amount  of  equipment  of  tliis  character  on  hand  in  case  it 
should  1)0  required  for  immediate  use.  In  any  case,  such  equip- 
ment should  not  dilfer  from  that  in  commercial  use,  as,  in  case 
it  were  necessary  to  suddenly  add  to  it,  there  should  be  no  delay 
on  account  of  inadequate  machinery  available  to  accomplish  its 
manufacture. 

Such  equipment  should  be  complete  and  include  the  track 
and  means  of  laying  it,  the  cars,  and  the  necessary  engines.  Such 
provision  would  be  especially  valuable  in  handling  heavy  guns 
and  similar  munitions  and  in  promptly  removing  large  accumu- 
lations of  stores  from  congested  points. 

Both  contestants  in  the  present  war  are  making  use  of  this 
character  of  equipment  for  supplying  their  troops  in  winter 
quarters. 


ii\    i;.\iL.  izS 

XIII. 
OOMMEKTS. 

Most  writers  on  the  saibject  of  field  equipment  for  armies 
are  strong  advocates  of  some  form  of  field  railwa}-.  They  hold 
up  to  public  view  the  heavy  expenditures  necessary  in  building 
powerful  forts,  equipping  them  with  the  heaviest  guns,  and  re- 
newing these  every  time  that  an  invention  is  made  that  will  in- 
crease their  power,  in  maintaining  and  storing  groat  reserves  oi" 
powder  and  projectiles,  small  arms,  and  camp  equipment  of  every 
class;  all  a'waiting  the  deelai'ation  of  war  and  the  mobilization 
of  troops.  These  writers  hold  it  as  neglectful  not  to  prepaje  a 
form  of  field  railway  that  can  be  rapidly  constructed.  It  is 
thought,  however,  that  such  reasoning  should  have  little  weight 
with  us,  where  the  construction  of  railways,  both  light  and  boavy, 
is  constantly  progressing  under  the  development  of  our  commer- 
cial industries,  and  in  furthering  interests  many  fold  more 
concerned  with  securing  the  best  devices  and  most  modem  equip- 
ment of  the  age.  On  the  other  hand,  in  the  development  and 
improvement  of  the  munitions  of  war  those  alone  are  interested 
who  make  warlike  preparations  a  vocation. 

The  immense  activity  in  tlie  construction  of  railways  in  our 
country,  aggregating  thousands  of  miles  of  new  road  every  year, 
"the  building  of  hundreds  of  locomotive  engines,  and  thousands 
of  cars  of  every  kind,  ])laces  well  within  our  ])ower  the  means 
of  prompt  construction  and  0(juipment  of  any  military  railroad 
that  we  are  likely  to  require. 

It  is  said  tbat  the  Germans  have  with  their  field  equipment 
about  one  thousand  miles  of  field  railway,  which  however  is  so 


124  TBANSPOUTATION"     OF     TROOPS     AXD     MATERIEL 

light  that  it  becomes  easily  deranged  under  heavy  loads.  Whilst 
such  equipment  has  its  proper  place,  as  in  siege  operations,  certain 
portions  of  lines  of  communications,  at  landing-places  and 
terminal  stations,  and  with  armies  in  more  or  less  permanent 
quarters,  it  is  belicTed  that  its  use  should  be  limited  to  such 
cases. 

It  is  apparent  that  to  build  a  railway  into  the  immediate 
presence  of  active  operations  will  reduce  the  mobility  of  the 
Army,  which  can  be  preserved  by  wheel  and  pack  transportation 
only.  If  the  Army  were  to  delay  its  movements,  or  depend  upon 
the  laying  of  a  new  line  of  field  railway,  it  is  believed  that  it 
would  be  too  much  tied  to  one  position,  and  would  not  be  pos- 
sessed of  the  free  mobility  necessary  to  enable  it  to  move  with 
promptness  and  precision  at  the  will  of  the  commander. 

Furthermore,  when  it  is  understood  that  all  the  skill,  in- 
dustry, and  experience  of  the  patriotic  citizens  who  build  and 
operate  railroads  will  be  at  the  disposition  of  the  Government 
in  time  of  stress,  it  would  seem  a  wrong  departure  to  undertake 
to  train  soldiers  to  the  building  and  operation  of  railroads ;  yet 
it  is  not  to  be  understood  by  this  that  they  will  have  nothing  to 
say  or  do  with  the  operations.  On  the  contrary,  the  closest  link 
wiU  connect  the  militar}'^  with  the  railroad  interests  in  the  field 
of  operations.  The  latter  cannot  accomplish  the  fullest  pos- 
sibilities without  a  perfect  knowledge  of  the  precise  object  to 
be  attained.  And  this  is  true,  no  matter  whether  the  question  be 
a  large  one  of  policy,  involving  the  construction  of  a  new  line 
with  terminals,  or  the  very  small  question  of  the  precedence  of 
cars  and  the  manner  in  which  they  are  to  be  placed  on  the  side- 
tracks. 


Transportation  of  Troops  and  Materiel 
by  Land. 


I. 

LOGISTICS. 

"Whilst  in  the  discussion  of  any  subject  connected  with  the 
Art  of  War  the  same  degree  of  precision  cannot  be  applied  as 
in  dealing  with  the  exact  sciences,  yet  it  is  to  be  borne  in  mind 
that  the  more  completely  the  element  of  chauce  can  be  eliminated 
the  greater  will  be  the  probability  of  success  in  any  military 
undertaking.  It  is  to  effect  this  desirable  end  that  we  make  stud- 
ies of  the  Art  of  War  in  all  its  bearings.  That  branch  of  the 
Art  of  War  pertaining  to  the  movement  and  supply  of  armies  is 
called  Logistics. 

In  order  to  cover  the  ground  which  belongs  to  the  subject 
of  Logistics,  so  far  as  it  relates  to  the  question  of  transportation 
of  troops  and  supplies,  the  following  questions  will  be  for  the 
commanding  general,  or  the  War  Department,  to  determine : 

1.  The  amount  and  kind  of  .supplies;  which  will  depend 
upon  The  number  cf  troops  of  the  various  arms  of  the  service,  and 
the  character  and  extent  of  the  expedition  or  campaign,  the  cli- 
mate and  season. 

125 


120  ti;\\>I'0!;tatio.v    of    tuoois    and    materiel 

.  'i.  Tht'  manner  ir.  v/hich  such  supplies  and  stores  shall  1)C 
procured,  whether  b}'  manufacture  in  the  depots  and  arsenals,  or 
by  purchase  in  the  n:a:ktts  as  amongst  business  men,  or  under 
proper  contracts,  will  be  questions  lo  Ije  decided  under  super- 
vision of  the  Secretary  <jf  War  by  the  bureau  from  which  the 
f.upplies  will  be  drawn. 

3.  The  question  of  the  storage  and  delivery  of  such  sup- 
plies will  be  one  requiring  the  joint  action  of  the  general  com- 
manding the  forces  and  the  War  iJepartment,  and  will  depend 
upon  the  character  and  extent  of  the  operations  and  theater 
of  war. 

4.  The  commanding  general  will  state  his  needs  and  a  gen- 
eral outline  of  the  scope  of  the  campaign,  and  the  Supply  De- 
partments will  provide  the  stores  in  required  quantities,  which 
in  turn  wdll  be  forwarded  by  the  transportation  branch  of  the 
Quartermaster's  Department  to  destinations  designated  by  the 
commanding  general. 

These  and  iiiMny  other  questions  concerning  supplies  and 
transport  will  call  for  decision  after  the  plans  are  matured,  the 
conditions  varying  according  as  the  troops  are  to  be  in  garrison, 
,c-antonment,  temporary  camp,  or  in  active  campaign. 

In  order,  then,  that  one  may  have  fi  general  view  of  the  sub- 
ject, there  .should  be  a  known  comprehensives  outline  of  the  pol- 
icy of  the  War  Department  in  furnishing  supplies  and  materiel 
to  the  Army,  so  as  to  meet  the  needs  of  the  Army  in  active  cam- 
paign, and  to  give  the  commanding  general  a  means  of  basing 
his  calculations  upon  a  fixed  and  reliable  standard.  This  stand- 
ard is  to  be  found  in  the  supply  tables. 


BY     LAND.  127 

The  study  of  militarv  history  and  campaigns  will  lone  upon 
ithe  student  a  realization  of  the  careful  bonds  of  union  that  have 
held  together  successful  armies,  and  enabled  them  to  move  and 
camp,  and  move  and  fight,  and  move  again,  at  the  will  of  the 
commander.  The  strength  of  such  an  army  has  existed  in  the 
sufficiency  of  its  supply  and  the  certainty  of  its  means  of  transport. 

Before  we  can  intelligently  enter  upon  the  consideration  of 
the  subject  of  the  transportation  of  the  Anny  and  its  supplies, 
within  the  field  of  operations  it  will  be  necessary  to  consider 
the  conditions  under  which  armies  operate. 

During  the  feudal  period  the  operations  and  movements  of 
armies  were  gi'eatly  restricted  on  account  of  the  necessity  of  liv- 
ing on  the  country.  It  was  rarely  possible  to  fight  a  battle  at  the 
will  of  the  commander,  but  rather  to  do  so  when  the  commander 
found  himself  in  a  district  well  supplied,  and  engagements  most 
frequently  occurred  when  he  found  himself  more  or  less  by  acci- 
dent in  the  \-icinity  of  the  enemy.  With  wholly  inadequate  means 
of  transportation  for  supplies,  he  found  it  necessarv-  to  distribute 
his  troops  over  a  vast  extent  of  territory,  with  a  view  to  procur- 
ing subsistence,  and  in  order  to  do  battle,  it  was  necessary  to  as- 
semble the  scattered  elements  of  his  army. 

History  records  many  instance?  in  which  it  was  necessary  for 
a  superior  army  to  disperse  in  order  to  subsast,  when  by  remain- 
ing assembled  it  could  without  doubt  have  won  decisive 
victories. 

A  ver}'  common  device  of  war  was  that  of  laying  waste  the 
onemVs  country,  thereby  destroying  his  source  of  supply  and  hin- 
dering his  movements,  and  modern  civilization  has  not  wholly 
ended  this  means  of  crippling  a  foe. 


128  TRANSPORTATION     OF     TROOPS     AND     MATERIEL 

The  armies  of  to-day,  it  is  true,  when  in  the  field,  are  more 
or  less  spread  over  a  wide  extent  of  territory,  but  not  for  the  same 
reasons.  The  supplies  are  not,  as  a  rule,  gathered  wholly  from 
the  country  within  the  theater  of  war,  but  are  rather  forwarded 
from  safe  magazines  and  depots  at  the  rear.  The  object  of  dis- 
tributing the  force  over  a  large  extent  of  territory  is  to  get  suit- 
able and  sanitaiy  camp  sites,  properly  provided  with  water  and 
with  such  communications  with  the  rear  and  laterally  as  will  not 
hecome  choked  with  the  transportation  of  troops  and  supplies, 
■and  also  to  occupy  such  positions  as  may  be  necessary  to  properly 
restrict  the  operations  of  the  enemy.  The  means,  however,  will 
be  constantly  at  hand  by  which  prompt  concentration  can  be  ef- 
fected and  maintained,  and  an  uninterrupted  flow  of  supplies  kept 
up,  so  that  the  forces  in  a  properly  organized  command  can,  with 
a  minimum  of  delay  in  time,  be  made  available  for  battle  with 
the  maximum  degree  of  certainty  as  to  the  supply  of  the  Army 
in  any  position  that  the  will  of  the  commander  may  direct  it  to 
assume.  The  limit  of  time  allowed  for  assembling  the  army  for 
battle  under  such  conditions  is  usually  put  at  twenty-four  hours. 

In  order  to  accomplish  the  supply  of  the  Army  in  the  most 
satisfactory  manner  possible,  the  forces  that  are  to  be  placed  reg- 
.ularly  on  the  fighting-line  should  be  independent  of  those  charged 
with  procuring  and  forwarding  supplies.  The  stores,  supplies, 
and  munitions  of  war  are  provided  in  our  service  by  the  various 
supply  departments  of  the  Army  and  forwarded  by  the  transpor- 
tation branch  of  the  Qaartermabter's  Department. 

The  problems  of  supply  and  transport  for  an  army  are  feat- 
ures that  rarely  appear  upon  the  pages  of  history,  yet  they  cause 


BY     LAND. 


129 


mor 


:-e  anxiety  and  perplexity  to  governments  anrl  generals  than 
does  anything  else  short  of  the  outcome  of  the  battle  itself,  for  in 
nearly  everv  campaign  the  questions  of  supply  and  transport  cut 
so  large  a  figure,  that  upon  the  efficient  working  out  of  these  prob- 
lems the  results  often  depend. 

Perhaps  the  best  illustration  of  the  sufferings  of  an  army 
on  account  of  the  lack  of  organization  in  its  transportation  service 
is  to  be  found  in  that  of  the  British  before  Sebastopol ;  where  they 
remained  on  account  of  insufficient  land  transport,  although  then- 
objective  was  not  n'jore  than  one  good  day's  march  distant. 

Colonel  C.  R.  Shcrinton.  of  the  British  Army,  thus  describes 
the  conditions  of  the  transport  provided  to  serve  that  army : 

'•'A  heterogeneous  rabble  recruited  in  lln'  puHious  of  our  cit- 
ies, while  muleteers  and  drivers  ignorant  alike  oP  the  British 
tongue  and  European  requirements  arrived  from  every  quarter. 
Mules  from  Spain,  Italy,  and  Asia  Minor,  l)ullocks  from  Egypt, 
camels  from  Aral)ia,  poured  in  without  stint  and  regardless  of 
cost;  while  vehicles  of  every  class  and  character  that  the  world 
could  produce  or  ingenuity  devise  were  landed  at  Balaklava. 
"Such  Avas  the  land  transport  corps  of  the  Crimea." 
Ample  in  materiel  and  personnel,  but  without  in  the  begin- 
ning any  organization  whatever.  As  a  result,  the  army  was  al- 
ways hungry  and  always  ill  supplied. 

A  hungry  army  is  sure  to  lose  its  discipline  and  esprit,  and 
loo  often  will  find  in  its  necessities  the  license  to  plunder  and 
loot.  If,  in  addition  to  lack  of  food  and  clothing,  the  ammuni- 
tion suppy  is  not  kept  up,  the  army  cannot  fight  and  the  cam- 
paign is  lost.     Once  the  supplies  are  exhausted,  the  time  is 


130  TEANSPOETATIOX     OF     TltOOI'S     AND     MATERIEL 

short  that  will  convert  an  army  into  a  disorganized,  disheart- 
ened mob. 

It  is  quite  as  important  for  the  mobihty  of  the  Army  that 
it  be  relieived  of  its  sick  and  wounded  as  that  it  receive  regularly 
its  supplies. 

The  absolute  necessity,  then,  of  constantly  forwarding  re- 
cruits, supplies,  and  nmnitions  of  war  and  of  withdrawing  the 
sick  and  wounded,  and  broken  materiel,  is.  as  great  as  the  exist- 
ence of  the  Army  itself.  To  accomplish  these  enlds,  the  staunchest 
means,  the  most  direct  and  simple  system,  and  the  most  careful 
organization,  coupled  with  energetic  action  and  a  keen  eye  for 
looking  into  the  future,  are  essential. 

We  have  followed  the  Army,  its  materiel  and  supplies,  and 
had  a  glance  at  the  manner  in  which  this  function  is  performed 
upon  the  water,  and  again  over  the  systems  of  our  railroads  reach- 
ing to  the  limits  of  our  sea  coast  and  frontier  in  every  direction. 

THE   FINAL  GAr. 

The  final  gap  between  the  temporary  depots  and  the  Army 
itself  will  always  be  closed  by  means  of  lanjd  transportation; 
either  by  wheeled  vehicles,  wagons,  or  carts,  or  by  pack-animals 
of  one  variety  or  another — in  our  service  chiefly  by  mules,  or,  as 
in  the  East,  by  use  of  coolie  bearers,  supplemented  under  favor- 
able conditions  by  traction  engines  and  temporary  field  railways. 

The  details  of  the  operation  of  the  ocean  transport  service 
wiU  necessarily  be  left  to  those  familiar  with  steam  vessels;  the 
details  of  operating  railroads  and  the  care  of  the  railway  equip- 
ment will  be  left  to  those  versed  in  railway  matters;  instructions 


BY     LAND.  131 

and  orders  emanating  from  military  authority  on  these  classes  of 
service  will  be  of  such  character  as  will  supplement  the  operation 
of  the  vessel  or  the  road,  and  furnish  a  means  of  arriving  at  a 
full  and  definite  understanding  of  the  ends  to  be  attained,  and 
the  manner  and  means  of  attaining  them  without  friction  and  by 
the  most  direct  methods,  and  cannot  enter  into  the  details  of  a 
service  which  is  a  class  of  its  own.  When,  however,  it  becomes 
a  matter  of  land  transportation  by  wag(ms  or  pack-trains,  a  sub- 
ject is  reached  which  it  is  believed  the  American  Army  has  solved 
more  completely  so  far  as  means  are  concerned,  than  any  other 
service  in  the  world. 

III. 
ROADS,   BRIDGES,   AND   TRAILS. 

On  the  continent  of  Europe  military  operations  overland  will 
be  carried  forward  along  well-made  roads  as  a  rule,  and  compara- 
tively little  difficulty  will  be  experienced  on  account  of  these. 

In  this  country,  however,  no  matter  where  the  operations 
are  carried  forward,  the  roads  will  be  at  best  indifferent,  and  from 
that  to  exceedingly  bad  or  to  those  that  are  practically  impassable 
in  bad  weather. 

It  not  only  becomes  the  business  of  the  Quartermaster's  De- 
partment to  organize  and  operate  the  trains,  but  to  build  and 
repair  roads,  and  to  keep  the  bridges  in  condition  for  crossing 
marshes,  streams,  and  ravines.  All  the  devices  of  road-  and 
bridge-building  are  employed  to  accomplish  this  purpose.  All  the 
difficulties  of  road-construction  may  be  encountered  in  the  course 


132  TRANSPORTATION"     OF     TROOPS     AND     MATERIEL 

of  an  active  campaign.  It  may  be  necessary  to  build  the  road 
through  marshes,  over  mountains,  through  a  wildemessj  or  across 
rivers  and  quicksands.  It  will  be  necessary  in  almost  every  case 
to  make  use  of  the  means  to  be  found  at  hand  for  road-construc- 
tion, as  the  transportation  will  already  be  fully  taxed  with  its 
regular  work.  The  corduroy  roads  built  through  the  swamps  of 
Georgia  and  South  Carohna  by  General  Sherman's  improvised 
battalions  of  pioneers  are  among  the  best  examples  of  military 
road-bnildiug  in  the  experience  of  our  armies. 

Bridges  may  be  built  or  repaired  by  the  means  to  be  found 
.on  the  ground,  or,  as  has  in  some  instances  occurred,  they  may 
be  sent  complete  from  the  base. 

The  bridge-train  of  the  engineer  troops  will  afford  an  imme- 
diate means  of  crossing  streams  or  ravines  and  of  temporarily 
closing  a  gap  in  a  brolcen  bridge.  Its  legitimate  use,  however,  is 
to  move  forward  with  the  x\rmy  and  increase  its  mobility.  There- 
fore upon  the  line  of  communications  bridges  of  a  more  perma- 
nent character  will  necessarily  be  provided. 

For  the  satisfactory  building  and  repair  of  roads  and  bridges 
a  special  service  will  be  required.  This  service  has  usually  been 
organized  from  civilians  under  military  supervision,  as  the  occa- 
sion in  war  has  arisen. 

Such  a  service  will  be  organized  not  only  for  the  construction 
of  the  roads,  but  also  for  keeping  tbom  in  repair,  much  after  the 
fashion  of  the  gangs  of  men  on  the  railways  of  our  country. 
Whilst  it  is  believed  that  better  results  would  follow  if  such  gangs 
were  enlisted  in  the  service,  it  is  thought  that  even  then  it  would 
be  necessary  to  employ  great  numbers  of  citizens  as  occasion  might 
require. 


BY     LAND.  13.'i 


lY. 


MEANS  OF  TRANSPORT— ANIMALS. 

(a)  The  Mule  — The  principal  motive  power  upon  which 
the  Army  depends  for  the  transport  of  its  stores.,  supplies,  and 
munitions  of  war  in  active  campaign  is  the  mule,  and  a  more 
reliable,  trustworthy  animal  for  the  purpose  does  not  exist.  In 
peace  times  these  animals  are  purchased  under  contract  after 
due  advertisement  and  according  to  specifications  which  read  as 
follows : 

"Mules  purchased  for  the  Army  by  the  Quartermaster's  l)e- 
partment  should  conform  to  the  following  conditions:  They 
should  be  strong,  compact,  sound,  and  kind;  they  should  be  free 
from  defects  m  every  particular;  four  to  nine  years  old,  850  to 
1200  pounds  in  weight,  14  to  16  hands  high  and  suitable  in  all 
respects  for  the  transportation  service  of  the  Army.  If  for  draft 
purposes,  they  will  be  well  broken  to  harness;  pack-mules  need 
not  be  broken,  and  may  be  not  less  than  131/2  hands  high,  if  oth- 
erwise suitable." 

Animals  fulfil] ing  these  specifications  will  be  found  very 
perfect  for  the  aceomplishment  of  the  purposes  for  which  they 
are  purchased.  The  great  advantages  possessed  by  the  mule 
over  other  animals  used  for  similar  purposes  are  his  great  en- 
durance, his  capacity  for  hard  work  on  scant  rations,  his  great 
recuperative  powers,  his  quick  response  to  fair  treatment,  his 
susceptibility  to  thorough  training,  and  his  willingness  to  al- 
ways do  his  best. 


134  TRANSPORTATION     OF     TROOPS     AND     MATERIEL 

(&)  Horses. — The  use  of  the  horse  for  draught  purposes  in 
our  service  is  confined  almost  exclusively  to  the  artillery  arm  in 
furnishing  draught  power  for  the  guns  and  caissons.  They  are 
quicker  in  action,  less  likely  to  be  stampeded  under  fire,  but  they 
require  more  careful  attention  and  more  forage  ihan  the  mule. 
They  are  never  now  used  for  military  draught  purposes,  other 
than  those  above  indicated. 

(c)  Oxen. — Formerly  oxen  were  in  great  favor  in  our  serv- 
ice for  draught  animals.  They  were  especially  used  in  the  great 
supply  trains  that  crossed  the  plains  to  our  frontier  posts  one  or 
two  generations  ago.  In  those  days  there  was  ample  grass  to  be 
found  along  the  trails,  and  in  the  neighborhood  of  the  watering- 
and  camping-places.  These  animals  lived  wholly  on  grass  gath- 
ered along  the  trails,  and  were  therefore  valuable  on  account  of 
their  low  ration  bill;  as  the  grass  grew  scant  they  were  gradually 
forced  out  of  their  occupation,  and  have  now  given  way  to  the 
mule.  They  are  very  slow,  making  not  more  than  two  miles  an 
hour.  They  were  largely  used  in  the  Boer  War  in  South  Africa, 
when  they  were  yoked  in  teams  of  thirty-two  animals,  and  hauled 
one  principal  wagon  and  tvi'o  or  three  trailers. 

{d)  Cardbao. — The  carabao  was  much  used  in  the  supply 
trains  in  the  Philippine  Islands  before  a  sufHcient  number  of 
mules  had  been  sent  out  from  the  United  States. 

These  animals  were  very  slow,  from  1  to  2  miles  per  hour 
being  their  maximum  speed  on  good  roads,  and  about  five  miles 
per  day  being  their  limit.  They  were  attached  to  the  native  two- 
wheeled  cart;  and  possessed  the  advantage  of  being  easily  cared 
for,  as  they  coulid  live  whoUy  upon  the  country.    They  possessed 


BY     LAND.  135 

the  disadvantage  of  having  but  little  endurance;  it  is  necessary  to 
unyoke  them  every  three  or  four  hours  and  give  them  an  oppor- 
tunity to  wallow  in  the  mud  and  water,  to  refresh  themselves;  and 
if  no  water  is  to  be  had  in  which  to  wallow,  mud  and  water  must 
be  thrown  over  their  bodies.  If  not  treated  jn  this  manner,  they 
become  crazed,  and,  incapable  of  being  lillrained,  will  plunge 
madly  through  the  jungle,  until  death  ensues. 

(c)  Coolies. — Chinese  bearers  were  used  for  a  time  in  the 
Philippines,  and  at  one  time  were  attached  to  companies.  Colonel 
C.  P.  Miller  has  the  following  to  say  of  them : 

"Four  coolies  for  each  company  were  allowed.  During  ac- 
tion, these  men  were  of  great  use  in  carying  off  the  dead  and 
wounded,  and  in  bringing  up  ammunition,  and,  considering  their 
class  and  small  pay,  showed  commendable  courage  in  their  work. 
While  they  would  hug  the  ground  and  shake  with  fear  during  an 
action,  when  ordered  forward  for  work  which  they  recognized  as 
theirs,  with  rare  exceptions  they  were  up  and  off,  intent  upon  their 
duties;  their  fear  forgotten.  When  the  active  campaigning  with 
large  bodies  of,  troops  was  over,  there  was  a  tendency  in  the  com- 
panies to  require  these  'Chinos'  to  do  all  the  dirty  work  about 
the  kitchen  and  camp,  handle  all  supplies,  etc.,  thus  tending  to 
make  the  men  think  they  could  be  called  upon  to  do  nothing  but 
march  and  fight.  Hence  it  was  then  thought  best  by  the  major- 
general  commanding  to  discharge  all  'Chinos'  with  companies." 

Especially  good  result?  folloA\'ed  from  the  use  of  these  men 
at  hospitals.  In  the  advance  on  Pekin  coolies  were  very  largely 
used,  both  as  laborers  and  wharf  men,  and  for  pack  purposes. 


136  TRANSPOKTATION     OF     TltOOPS     AND     MATERIEL 

When  used  as  a  means  of  transport  or  for  any  other  purpose, 
they  should  be  organized  as  carefully  as  one  would  organize  a 
pack  train  or  wagon  train.  Gangs  should  not  number  above 
20,  as  that  is  the  number  that  one  man  can  properly  overlook. 
One  man,  a  superintendent,  can  then  supervise  four  or  five  of 
these  gangs.  An  oiTiuv  will  find  it  practicable  to  direct  the  oper- 
ations of  five  or  six  such  units — i.  e.,  a  total  of  500  or  600  men. 

(/)  Dogs  and  Sledges. — Dogs  are  used  in  the  Arctic  regions 
both  as  pack  animals  and  draught  animals,  principally  for  draw- 
ing sledges,  and  without  this  valuable  means  of  transport  those 
regions  would  be  practically  uninhabitable.  Mules  are  also 
packed  in  this  region  when  the  trails  can  be  properly  broken. 

(g)  Means  Used  by  Other  Nations — The  English  make 
much  use  of  camels  and  elephants  in  their  Indian  and  African 
service.  The  elephant  is  used  both  as  a  pack  and  draught  ani- 
mal. The  Japanese,  in  addition  to  an  army  of  coolie  carriers, 
make  use  of  a  light  strong  cart,  ordinarily  drawn  by  a  pony  led  by 
B.  man.  This  cart  is  frequently  used  as  a  hand  cart,  and  can,  if 
occasion  require,  be  picked  up  with  its  load  and  carried  over 
rough  places  by  a  number  of  men;  a  very  useful  feature  in  cam- 
paigning in  rough  and  mountainous  country. 

The  ultimate  test  of  the  value  of  any  means  of  transportation 
when  all  supplies  must  be  carried  from  the  rear  will  be  found 
in  its  capacity  to  carry  its  own  means  of  subsistence.  Based  on 
this  calculation,  our  four-  and  six-mule  teams  will  probably  travel 
farther  than  any  other  means,  except  perhaps  a  Chinese  coolie. 
Based  on  this  test,  the  four-mule  team  carrying  a  load  of  2,500 
pounds  will  support  itself  for  twenty-six  days;  on  half  ration  of 
hay,  for  thirty-six  day.-^:  on  short  forage,  grain  only,  sixty  days. 


BY     LAND.  137 

The  Chinese  coolie  will  carry  his  own  food  for  forty  clays;  the 
Japanese  one-horse  cart  with  driver,  tor  a  niininiinn  of  fifteen 
days. 

V. 

MEANS    OF   TRANSPOHT— MATERIEL. 

(a)  The  Army  Wagon. — Long  before  the  outbreak  of  the 
Civil  War,  the  six-mule  army  wagon  had  demonstrated  its  serv- 
iceability and  utility  in  the  transportation  of  supplies  and  muni- 
tions of  war  for  the  Army  to  the  remote  stations  on  the  frontier. 
This  wagon  was  found  to  be  alike  suitable  for  service  on  rough 
mountain  roads,  the  sandy  plains,  and  in  crossing  the  shifting 
and  uncertain  beds  of  "Western  rivers.  It  was  used  throughout  the 
Civil  War  for  heavy  transport,  and  is  still  in  use  in  our  Army  for 
like  service;  and  it  is  not  believed  that  for  the  services  to  which 
it  is  put  there  is  any  vehicle  superior  to  it.  It  has  been  criticised 
for  various  reasons  and  improvements,  so  called,  have  been  at- 
tempted, but  iisually  to  discover  after  trial  that  the  improvement 
has  resulted  in  destroying  some  essential  feature.  Certainly  no 
pattern  that  is  used  by  any  other  army  in  the  world  would  equally 
meet  our  requirements.  It  is  strong,  capacious,  easily  repaired, 
and  its  parts  are  interchangeable,  so  that,  no  matter  what  accident 
may  happen,  the  wagon  can  be  promptly  placed  in  a  state  of  serv- 
iceability by  the  addition  of  spare  parts  which  are  always  carried 
with  the  train.  If  additional  repairs  are  necessary,  the  traveling 
forge  wdll  accomplish  them  when  the  train  parks  for  the  night. 
The  harness  is  equally  strong  and  simple.     Its  weight  is  2,100 


138  TRANSPORTATION     OF     TROOPS     AtiB     MATERIEL 

pounds,  drawn  b}'  six  mules  driven  by  one  man.  Its  load  will  be 
from  3,000  to  4,000  pounds,  according  to  the  character  of  the 
roads  and  the  necessities  for  rapid  communication, 

(&)  2' he  Escort  Wagon. — The  escort  wagon  is  lighter  in  its 
construction  (1,600  pounds),  is  drawn  by  four  mules,  driven  by 
one  man,  and  carries  a  load  of  f^om  2000  to  3000  pounds,  accord- 
ing to  the  character  of  the  roads  and  other  conditions.  This 
vehicle  has  grown  into  great  popularity  during  the  war  with  Spain 
and  subsequent  thereto,  especially  in  the  Philippine  Islands,  where 
it  has  been  given  a  mosi  thorough  test.  When  seen  in  China  by 
the  troops  of  other  nations,  rigged  with  four  mules,  guided  by  a 
single  driver,  always  at  the  heels  of  the  advancing  troops,  ready 
to  supply  them  with  camp  necessities,  and  even  luxuries,  it  was 
looked  upon  by  foreigners  as  something  amazing.  And  when  they 
were  told  that  this  was  our  light  form  of  vehicle,  and  that  a  heav- 
ier one,  drawn  by  six  animals,^  driven  by  a  single  teamster,  was 
used  for  the  heavier  classes  of  service,  they  listened  with  polite- 
ness, but  with  very  evident  incredulity.  The  four-mule  wagon  as 
recently  moditied,  with  broad  tire,  wooden  hub,  reinforced  body, 
flaring  sideboards,  and  other  minor  improvements  that  give  the 
full  capacity  of  the  bed  for  carrs'ing  the  load,  and  with  stores 
put  up  in  convenient  packages  for  completely  and  solidly  load- 
ing the  bed  of  the  wagon,  is  believed  to  be  almost  perfect  for  mili- 
tary purposes  on  fair  roads.  It  is  not  considered  necessary  to 
further  discuss  the  classes  of  wagons  provided  by  the  Quarter- 
master's Department,  farther  than  to  state  that  it  is  the  experience 
of  more  than  a  generation  that  the  six-mule  army  wagon,  for  hard 
rough  work,  has  met  all  the  requirements  of  the  most  severe  cam- 


BY    LAXD.  139> 

paigEc  ever  engaged  in  by  an  army;  and  that  the  new  four-mule 
wagon,  for  active  operations  and  quick  work,  is  superior  to  any 
similar  transport  known  to  any  service.  These  wagons  can  prop- 
erly be  referred  to  under  the  head  of  supply  wagons.  The  two 
classes  of  vehicles  here  described  are  those  upon  which  the  Army 
will  almost  wholly  depend  for  forwarding  supplies  and  stort-s  from 
the  terminal  railroad  station,  or  wharves,  and  distributing  them 
to  the  troops.  The  si.x-mule  wagon  will  be  used  on  the  lines  of 
communications  and  the  four-mule  wagon  for  regimental  trans- 
port with  the  troops.  Any  increase  in  the  variety  of  wagons  for 
transport  service  should  not  be  thought  of,  owing  not  only  to  the 
perfection  of  those  now  in  use,  but  also  to  the  difficulties  always 
encountered  in  supplying  spare  parts  to  a  multiplicity  of  varieties 
of  wagons,  even  though  differing  very  slightly.  This  was  mark- 
edly exemplified  during  the  Spanish-American  War,  when  it  was 
necessary  to  procure,  practically  at  a  moment's  notice,  all  vehicles 
approximately  suitable  for  the  purpose  that  there  were  on  the 
market.  Even  expert  wagon  men  were  greatly  confused  in  assort- 
ing at  depots  the  various  spare  parts,  and  requisitions  coming  in 
were  almost  never  sufficiently  precise  in  their  descriptions  to  en- 
able intelligent  compliance.  All  of  which  resulted  in  many 
wagons,  of  various  commercial  varieties,  being  for  a  considerable 
time  laid  up  for  repairs,  many  of  which  on  the  march  would 
have  been  abandoned. 

(c)     Special  Vehicles. —  , 

1.  For  use  at  posts,  mule  carts  and  small  hand  carts  are  pro- 
vided.    These,  however,  are  never  taken  into  the  field.      Alsa 


140  TRANSPORTATION     OF     TROOPS     AND     ilATERlEL 

water  wagons,  sanitary  carts,  and  other  necessary  means  are  fur- 
nished for  post  purposes. 

2.  .For  hospital  uses  there  is  provided  the  ambulance 
equipped  with  stretchers  for  carrying  the  sick  and  wounded;  also 
a  form  of  travois  is  used  for  this  purpose.  For  carrying  sup- 
plies and  equipage  the  four-mule  wagon  is  used. 

3.  The  Signal  Corps  is  equipped  with  special  wagons  to 
accomplish  the  needs  of  that  service.  They  consist  of  wire  wagons, 
spar  wagons,  balloon  wagons,  dispatch  wagons,  etc. 

4.  The  Engineer  Corps  is  provided  with  a  special  trans- 
port of  pontoon  wagons,  chess  wagons,  spar  wagons,  tool  wagons, 
«tc.  Tn  addition  to  these  special  wagons,  it  is  necessary  to  furnish 
supply  wagons  to  these  special  corps  for  providing  extra  forage, 
rations,  and  other  supplies,  and  for  carrying  necessary  equipage. 

Other  armies,  in  addition  to  wagons  above  named,  also  pro- 
vide in  some  cases  for  special  wagons  to  be  used  as  the  company 
kitchens,  the  bakery,  soup  cart,  etc.;  also  a  special  cart  is  used 
in  some  cases  for  supply  of  ammunition. 

5.  Traction  Engines. — Many  military  writers  on  the  subject 
of  transportation  in  foreign  armies  highly  commend  the  use  of 
traction  engines,  and  automobiles.  Our  own  observers  in  the 
South  African  campaigns  urgently  recommend  the  use  of  auto- 
mobiles and  mechanical  traction  instead  of  herds'  of  slow  draught 
animals  which  require  food  and  rest.  In  an  official  report  it  is 
stated  that:  "In  Natal  traction  engines  are  used  with  the  mov- 
ing army  on  all  kinds  of  roads,  crossing  drifts  in  low  water  with- 
out difficulty.  I  believe  (the  report  says)  traction  engines,  auto- 
taobiles,  and  portable  railways  to  be  the  most  essential  part  of 


BY     LAND.  141 

the  transport  equipment  of  an  army."  Our  liniitod  experionco 
does  not  support  this  view. 

Undoubtedly,  under  favorable  conditions  automobile  pas- 
senger vehicles  would  be  useful  for  carrying  goheral  and  staff 
officers  on  hurried  tours  of  iu^-])oclion  and  for  the  use  of  tech- 
nical services. 

Motor  cycles  for  use  of  messengers  could  also  be  advanta- 
geously used  under  similar  favorable  conditions. 

Traction  engines  and  mechanical  trucks  for  carrying  supplii^s 
and  war  materiel  on  the  lines  of  communications,  supplement- 
ary to  the  general  supply  trains,  when  the  road-bed  will  permit 
of  their  use  and  all  other  conditions  are  favorable,  would  un- 
doubtedly be  advantageous.  The  limitations  of  the  use  of  such 
vehicles,  however,  are  many,  and  the  radius  of  action  very  lim- 
ited. Their  use  would  bo  imyu'acticable  in  passing  deep  fords, 
marshes,  muddy  places,  steep  gradients,  weakly  constructed  cul- 
verts and  bridges,  such  as  abound  on  our  country  roads. 

It  is  not  understood  under  these  circumstances  how  traction 
■engines  or  automobile  trucks  can  possibly  be  made  the  chief  reli- 
ance of  an  army.  The  electric  wagon  must  dbviously  be  excluded, 
as  facilities  will  not  exist  for  it.'^  recharging.  The  steam  machine 
can  only  be  used  under  favorable  circumstances — viz. : 

1.  T^Hiere  the  Avater  is  pure  and  will  not  cause  deterioration 
in  the  boilers. 

2.  Where  the  gradients  are  not  too  great,  the  road-bed  good, 
the  culverts  and  bridges  strong,  and  where  muddy  and  marshy 
stretches  of  road  can  be  avoided. 


142  TRANSPORTATION     OF     TROOPS     AND     MATERIEL 

In  military  operations  in  this  country  these  favorable  con- 
ditions are  only  occasionally  met  with.  Undoubtedly,  if  along 
the  lines  of  communications,  such  conditions  exist,  suitable  use 
will  be  made  of  traction  engines  and  automobile  trucks.  The 
main  reliance  of  the  Army,  however,  between  terminal  station 
and  the  front,  will  always  1)e  upon  animal  transport. 

VI. 
OEGANIZATIOX   OF  FIELD  TEA>sTSPORT. 

The  transport  of  supplies  and  materiel  for  our  Army  in  the 
field,  exclusive  of  that  carried  by  the  special  vehicles  of  the  staff 
•corps,  and  of  that  which  the  soldier  carries  with  him  for  imme- 
diate use,  is  accomplished  normally  by  the  four-  and  six-mule 
wagons  with  such  auxiliary  transport  as  may  from  time  to  time 
be  hired  or  chartered  under  the  pressure  of  special  conditions.  It 
has  always  been  our  policy  in  active  campaigns  to  make  use  of 
purely  military  transport  in  contact  with  the  troops,  and,  if  neces- 
sary, to  employ  auxiliary  transport  on  the  lines  of  communications 
and  at  remote  points. 

Pack  trains  are  only  used  under  circumstances  when  it  is 
impossible  to  operate  wheeled  vehicles  over  very  rough  ground, 
mountain  trails,  and  through  marshy  ground  impassable  for 
■wheels. 

In  the  consideration  of  the  method  of  organization,  so  as  to 
produce  the  best  results,  the  wheel  transportation  provided  for  an 
iirmy  falls  naturally  into  three  general  divisions: 


BY     LAND.  143 

1.  The  baggage  wagons  attached  to  regiments  and  other 
organisations,  which  carry  the  baggage  of  the  troops  to  which 
they  are  attached,  and  only  sufficient  supplies  of  commissaries, 
about  two  days,  and  ammunition  for  immediate  use.  Usually 
one  ambulance  is  also  attached.  This  will  be  called  regimental 
transport. 

2.  The  supply  trains  that  march  with  the  army,  and  which 
may  be  organized  as  brigade,  division  or  corps  trains,  to  carry 
the  supplies  and  materiel  needed  by  the  army,  and  perioJiqully 
distribute  them.  This  class  of  transport  will  be  called  the  divis- 
ional supply  train,  no  matter  whether  it  follows  a  corps,  a  divis- 
ion, a  brigade,  a  regiment,  or  an  inidependent  detachment  operat- 
ing alone. 

3.  The  general  supply  trains  which  operate  along  the  lines 
of  communications  and  forward  the  supplies  from  the  depot,  or 
terminal  rail  station,  which  will  always  be  a  temporary  depoet, 
to  the  advance  or  flying  depot,  where  they  can  be  reached  by  the 
^livisional  supply  trains  operating  with  the  army.  This  class  of 
transport  will  be  called  general  supply  trains. 

The  usual  organization  fior  the  supply  trains  will  be  by  divis- 
ion. The  general  repair  shops  for  the  field  should  also  be  by 
division,  with  a  ininor  shop  with  each  brigade.  The  division  shops 
should  carry  a  full  supply  of  spare  parts,  together  with  means  of 
repairing  all  breaks. 

Tools,  of  course,  will  be  carried  for  repair  of  wood-work, 
iron-work,  and  harness,  and  employees  to  effect  the  repairs  will 
constitute  a  portion  of  the  personnel. 


144  TRANSPORTATION     OF     TKOOPS     AND     irATERIEL 

There  will  also  l^e  a  well-equipped  repair  shop  at  the  ter- 
jiiinal  rail  station  for  effecting  repairs  for  the  general  supply 
trains,  and  if  the  line  of  communications  is  long,  intermediate 
shops  will  be  established  for  the  same  purpose. 

The  duties  of  these  three  classes  of  transport  are  fixed  and 
definite  and  provide  for  the  complete  mobility  of  the  Army,  with 
the  least  confusion  and  the  greatest  certainty  and  expedition. 

The  regimental  transport  marches  with  the  army  and  car- 
ries such  impedimenta  and  stores  as  are  required  in  making  camp 
at  night;  this  will  include  such  camp  equipage-  baggage,  cook- 
ing utensils,  and  rations  as  may  be  authorized  by  proper  authority, 
■and,  under  certain  circumstances,  to  be  determined  by  the  com- 
manding general,  an  additional  supply  of  ammunition. 

The  divisional  supply  trains  will  march  in  rear  of  the  army 
or  organization  to  which  attached  in  the  order  directed  by  the 
commanding  general,  and  in  general  at  the  distances  prescribed 
by  the  same  authority.  They  will  constitute  the  flying  depot  and 
will  conform  to  the  movements  of  the  army,  and  serve  the  regi- 
mental trains  with  the  stores,  supplies,  ammunition,  etc.,  accord- 
ing to  the  orders  of  the  commanding  general,  and  will  carry  the 
surplus  ammunition  to  be  distributed  on  the  eve  of  and  during 
the  battle. 

Ilie  general  supply  trains  \\'ill  operate  along  the  lines  of 
communications,  carr3dng  forward  ithe  supplies  and  materiel  from 
the  temporary  depot  at  the  terminal  station  to  the  advance  depot, 
where  they  are  transferred  to  the  divisional  supply  trains,  which 
place  them  in  the  hands  of  the  regim.ental  trains  for  distribution 
to  the  troops. 


BY     L  A.ND. 


145 


The  foregoing  is  a  description  of  the  method  of  supplying 
an  arniy  on  the  march.  lender  such  conditions,  only  so  many 
of  the  loads  of  the  divisional  supply  trains  will  be  delivered  to 
the  regimental  train  as  the  latter  can  carry  for  the  ensuing  day. 
Similarly  the  general  supply  colunm  will  deliver  only  what  can 
be  carried  by  the  divisional  trains.  If  necessary,  the  loaded  gen- 
eral supply  trains  may  temporarily  join  the  divisional  supply 
columns  until  their  loads  are  required.  The  constitution  of  regi- 
mental trains  will  be  fixed  by  regulations  and  orders,  as  will  also 
the  divisional  trains.  The  general  supply  trains,  however,  will 
be  variable  in  their  number  and  strength  according  to  the  dis- 
tance it  may  be  necessary  for  them  to  cover  along  the  lines  of 
communications. 

If  the  army  halts  in  a  position  secure  from  attack,  the  gen- 
eral supply  trains  and  the  divisional  supply  trains  may  perform 
one  service,  that  of  general  supply,  and  advance  depots  may  be 
established  in  the  vicinity  of  the  troops,  within  reach  of  the  regi- 
mental transport.  This  arrangement  divides  the  work  equally  and 
■gives  all  transport  concerned  an  opportunity  to  rest. 

It  may  be  that  the  troops  will  be  encamped  in  the  immediate 
vicinity  of  the  rail  station,  when  the  functions  of  both  general 
supply  and  divisional  supply  may  disappear. 

Again,  in  the  event  of  a  detached  organization  on  an  inde- 
pendent expedition,  as,  for  example,  a  raid  for  a  definite  period  of 
time,  it  will  be  necessary  to  allot  so  much  of  the  divisional  or 
general  supply  transport  to  the  expedition  as  will  be  necessary  to 
carry  the  supplies  for  the  entire  period,  unless  other  provision  is. 
made  for  the  supply  of  the  detachment. 
10 — ■ 


146  TRANSPORTATION     OF     TROOPS     AND     MATERIEL 

Again,  upon  the  change  of  the  terminal  station  and  estab- 
lishment of  a  new  temporaiy  depot,  or  the  establishment  of  a  new 
base,  the  entire  transport  -will,  for  the  time  being,  conform  to 
the  movements  of  the  army. 

All  of  these  cases,  however,  are  apparent  modifications  of 
ihe  one  proposed  wherein  the  three  lines  of  transport  are  pro- 
vided; and,  on  the  other  hand,  circumstances  cau  easily  be  con- 
ceived when  an  additional  line  would  seemingly  be  desirable.  Yet 
for  the  maximum  of  mobility,  with  the  minimum  of  confusion 
and  friction,  the  three  lines  are  necessary.  The  responsibilities 
of  each  clas§  are  fixed  and  definite,  and  the  responsibility  for  fail- 
ure can  be  definitely  fixed. 

(a)  Baggage  Wagojis  or  Eegimental  Trains. — The  regi- 
mental train  for  infantry  under  the  Field  Kegulations  consists 
of  1?  escort  wagons,  3  ammunition  wagons  and  1  ambulance. 
This  allows  for  850  pounds  for  tentage,  250  pounds  for  officers' 
baggage,  350  pounds  for  cooking  utensils,  with  two  days'  ra- 
tions, and  grain  for  the  animals;  giving  a  load  of  about  2300 
pounds.  With  beef  on  the  hoof,  no  tentage,  scant  vegetables,  1 
escort  wagon  loaded  \vill  supply  a  company  for  ten  days.  The 
provision  for  a  cavalry  regiment  is  29  escort  wagons  and  1  am- 
bulance. For  a  battery  of  artillery,  3  escort  wagons.  These  fig- 
ures, whilst  they  are  given  in  the  Eegulations,  may  be  increased 
or  dimnished  according  to  circumstances,  an  increase  being  per- 
mitted, however,  only  under  authority  of  the  Secretary  of  War, 
The  conditions  of  service  vary  so  greatly  that  it  will  almost 
always  be  necessary  for  the  commanding  general  of  an  expedi- 
tionarv  force,  a  sej^arate  army,  or  an  independent  organization. 


]}Y     LAND.  147 

to  fix  the  allowance  of  baggage  and  transportation  for  the 
occasion. 

The  object  of  the  regimental  train  is  to  provide  for  carrying 
everything  that  will  be  immediately  needed  on  going  into  camp, 
and  preceding  an  action.  The  regimental  train  may  be  called 
the  first  line. 

(&)  Divisional  Supply  Trains. — The  second  line  would  be 
the  divisional  supply  column,  which  will  carry  the  necessary  ra- 
tions, forage,  ammunition,  and  other  supplies  for  the  early  needs 
of  the  command. 

Ammunition  Column. — The  supplies  and  materiel  carried  in 
the  divisional  supply  trains  will  not  include  what  is  known  as  the 
reserve  supply  of  ammunition,  which  will  be  carrifed  in  a  separate 
ammunition  column,  attached  to  the  divisional  supply  train,  and 
which  will  not  be  distributed  except  on  the  eve  of  action.  This 
train  will  be  under  the  command  of  an  officer,  who  will  keep  in 
constant  communication  with  the  chief  of  artillery.  During  an 
engagement  he  will  maintain  a  designated  place  with  his  train; 
the  position  should  be  marked  by  a  designating  iiag,  in  order  that 
he  may  be  readily  located.  All  interested  commanders  should  be 
notified  of  this  location. 

The  divisional  trains  ■\^'ill  consist  of  such  number  of  teams 
and  wagons  as  will  be  necessary  to  carry  the  reserve  supply  of 
am.munition.  rations  for  not  less  than  three  days,  division  hos- 
pital equipment,  the  ambulances  of  the  divisional  ambulance 
companies,  etc. 

This  number  will  vary  with  the  conditions  of  the  campaign 
and  with  the  size  and  composition  of  the  command. 


148  TRANSPORTATION     OF     TROOPS     AND     MATERIEL 

(c)  General  Supply  Trains. — The  general  supply  train* 
will  consist  of  such  numbers  of  teams  and  wagons  and  ambulances 
as  may  be  necessary  to  carry  forward  to  tlie  division  trains  the  sup- 
plies required  and  to  return  to  the  base  the  sick  and  disabled. 

The  number  of  such  trains,  as  well  as  the  number  of  teams 
in  a  train,  will  vary  according  to  the  character  and  length  of  the 
line  of  communications.  No  nation  in  the  world  pretends  to  main- 
tain in  time  of  peace  the  field  transportation  that  w;ill  be  required 
in  time  of  war.  The  inost  that  is  done  is  to  maintain  the  form, 
'so  that  it  can  bo  filled  out  and  expanded,  with  the  least  amount 
of  delay,  'and  still  be  controlled  by  those  familiar  with  the  duties 
and  requirements  of  the  service.  It  does  not  seem  necessary  to 
speak  here  of  the  desirability  of  providing  an  enlisted  force  for 
such  organization  in  our  service,  which  will  furnish  at  least  a 
framework  of  experienced  men,  for  expansion  in  time  of  need. 

VII. 

ORGANIZATION  OF  THE  TEAIN. 

The  most  satisfactory   and   most   mobile   organization    for 
wagon  trains  in  our  service  is  as  follows: 
For  each  train : 

?7  wagons  and  teamsters, 

1  wagonmaster, 

2  assistant  wagonmasters, 
1  watchman, 

1  cook, 

1  extra  teamster. 


BY     LAND.  149 

Where  trains  operate  separately,  a  blacksttnith-farrier  should 
be  added  to  the  personnel. 

Where  a  number  of  trains  operate  together,  they  will  be  un- 
der the  general  supervision  and  control  of  a  trainmaster,  who  will 
be  responsible,  under  the  orders  of  the  quartermaster,  for  their 
conduct  and  operation. 

This  organization  of  the  train  gives  a  unit  which  is  suitable, 
with  a  slight  reduction,  for  the  full  field  service  of  a, regiment 
of  infantry,  and  ample  for  carrying  the  necessary  equipage  and 
gupplies  on  a  march  of  ten  days^  duration.  It  is  susceptible  of 
being  divided  into  minor  units  of  three  parts,  to  each  of  which 
raay  be  allotted  a  separate  class  of  stores,  or  each  one  of  which 
can  be  assigned,  if  desired,  to  a  battalion  when  operating  inde- 
pendently, and  each  one  of  which  will  have  a  wagonmaster.  or  as- 
sistant wagonmaster,  in  charge.  The  number  of  wagons  to  each 
train  can  be  increased  or  reduced  if  temporarily  desired,  with- 
out destroying  the  organization  and  integrity  of  the  train.  In  the 
increased  condition  the  train  can  be  subdivided  into  three  sec- 
tions for  use  according  to  local  needa  and  constantly  changing 
conditions. 

VIII. 
OPEEATION  OF  TRAINS. 

In  a  large  general  corral  established  in  Havana  in  1898  for 
the  transportation  of  supplies  and  materiel  from  the  wharves  and 
depots  in  Havana  to  the  troops  of  the  7th  Army  Corps  anld  other 
organizations  in  and  about  the  city  of  Havana,  an  organization 
similar  to  that  al)OVG  mentioned  was  in  etlect. 


160  TRANSPORTATION    OF     TROOPS    A>iD     MATERIEL 

This  corral  was  made  up  of  eleven  wagon  ferains,  each  organ- 
ized practically  as  above  outlined.  In  the  organization  of  a  body 
of  transportation  of  such  magnitude,  it  was  necessary  to  employ 
a  system  as  complete  as  that  which  regulates  the  organization  of 
a  regiment. 

The  wagons  were  numbered  consecutively  from  1  up,  ex- 
cept that  all  wagons  in  excess  of  25  in  each  train  took  the  con- 
secutive letters  of  the  alphabet — i.  e.,  25A,  25B,  oOA,  SOB,  etc. 
If  trains  were  reduced  below  25,  the  vacant  numbers  were 
omitted.  This  method  simplified  identified tion  of  any  wagon, 
team,  or  driver,  and  at  the  same  tijne  provided  an  easy  means 
of  designating  trains,  which  were  called  Train  25,  Train  50, 
Train  75,  etc.,  using  the  highest  number  in  the  train.  If  the 
trains  were  loaded  with  mixed  supplies,  the  corresponding  wagons 
were  always  loaded  with  the  same  class  of  supplies;  e.  g.,  1  to  10, 
2&  to  34,  etc.,  with  commissaries;  the  next  ten  witli  ainnviini- 
tion;  the  lettered  wagons  with  forage,  etc. 

The  corral,  and  all  the  personnel,  supplies,  and  materiel 
connected  therewith,  as  well  as  the  operation  of  the  trains,  were 
controlled  by  a  superintendent  of  corrals,  who  was  intrusted 
with  the  immediate  administration  of  the  service.  His  work- 
ing staff  consisted  of: 

1st.  A  corral  master,  responsible  for  the  orderly  arrange- 
ment of  the  corral  and  for  the  discipline  and  general  arrange- 
ment and  management  of  the  animals  and  men  of  the  trains 
while  within  its  limits.  In  addition  to  these  duties,  the  corral 
master  had  charge  of  the  men's  mess. 

2d.     A  superintendent  of  transportation  was  in  charge  of  the 


EY    LAND.  151 

outside  work  of  the  trains.  He  had  'general  supervision  over  all 
teams  at  work,  and  was  responsible  for  their  performance  of  the 
required  duty  with  the  greatest  possible  degree  of  efliciency,  and 
that  the  wagonmasters  and  assistant  wagonmasters  understood 
and  carried  out  their  orders  and  maintained  ])ropor  discipline 
within  their  trains.  He  was  also  responsible  for  the  operation, 
equipment,  and  efficiency  of  all  trains. 

In  each  train  the  wagonmaster  was  responsible  for  its  con- 
dition, discipline,  and  operations ;  he  had  for  his  assistants  two  as- 
sistant wagonmasters,  to  whom  he  could  delegate  certain  portions 
of  his  duties.  Each  teamster  was  made  responsible  for  the  con- 
dition of  his  team  and  wagon,  and  its  equipment,  and  for  all 
property  placed  in  his  possession,  and  supplies  entrusted  to  him 
for  transportation.  Each  teamster,  as  his  wagon  was  loaded,  re- 
ceived a  a  dray  ticket,  for  which  he  was  responsible  to  his  wagon- 
master.  The  latter  in  turn  was  cliargcd  with  getting  tickets  re- 
ceipted upon  delivery  of  the  load,  and  finally  depositing  them 
with  the  shipping  clerk. 

3d.  The  foragemaster  was  responsible  upon  signed  receipts 
for  all  forage  delivered  at  the  corral,  for  its  issue,  and  for  its 
proper  feeding. 

4th.  A  superintendent  of  shops  direc-ted  the  work  of  re- 
pairs of  the  blacksmith's,  wheelwright's,  saddler's,  painter's,  and 
other  shops,  and  within  each  of  these  shops  there  was  a  working 
foreman,  who  was  wholly  responsible  for  the  character  of  work 
performed. 

oth.  A  foreman  of  laborers  was  made  responsible  for  the 
unskilled  lalior. 


152  TRANSPORTATIOX     OF     TROOPS     AX7)     ifATERIEL 

6  th.  A  property  clerk  kept  the  individual  property  account 
of  each  employee,  and  for  all  property  in  the  corral  and  train? 
for  which  the  quartermaster  wds  responsible.  This  employee 
was  required  to  give  a  property  clearance  slip  before  payment 
•was  made  to  discharged  employees.  He  also  made  requisitions 
for  supplies  and  materials  required  for  repairs,  and  kept  the  store- 
house record  of  all  property  required  for.  expended,  and  on  hand, 
within  the  corrals.  Each  of  these  employees  had  well-defined 
duties  to  perform,  and  no  conflict  of  authority  could  arise. 

These  wagon  trains  operated  over  a  distance  of  eleven  or 
twelve  miles  of  rough  road,  and  carried  the  supplies  for  the  Army 
Corps  in  a  satisfactory  manner,  and  in  a  state  of  reduced  num- 
bers was  finallv  disbanded  on  Mav  20.  1902.  after  handlinff  manv 
himdreds  of  millions  of  pounds  of  stores,  during  nearly  four  years 
of  operations,  without  the  loss  of  a  single  article,  except,  in  the 
beginning,  a  few  minor  items  of  commissary  supplies,  for  which 
the  teamsters  responsible  for  the  loss  promptly  paid  the  value  in 
each  case. 

These  wagon  trains  were  organized  for  the  class  of  service 
that  we  have  called  general  supply.  Their  organization  was  com- 
plete and  their  responsibilities  fixed,  so  that  without  confusion  or 
delay,  they  were  able  to  leave  the  corral  at  any  time,  for  any  class 
of  service  required,  for  a  period  of  a  few  hours  to  many  days  or 
weeks,  and  with  the  feeling  on  the  part  of  the  responsible  officer 
that  whatever  their  operations  might  be,  tiiey  coidd  be  safely  re- 
lied upon  to  do  their  work  in  an  entirely  satisfactory  manner. 

"Without  doubt,  the  best  form  of  transport  is  an  enlisted  per- 
sonnel, weU  provided  with  non-commissioned  officers,  and  a  ma- 


BY     LAND.  153 

teriel  of  uniform  pattern  owned  by  tlie  Government.  Yet  all 
our  wars  except  that  of  the  Kevolution  have  been  fought  with  a 
civilian  personnel  in  the  transportation  service. 

IX. 

YAEIATIOX    FEOM    THE    NORMAL    OEGAXIZATIOX 
UXDEK   SPECIAL  CIRCUMSTAXCES. 

It  will  rarely  be  found  that  the  provisions  of  the  Eegulations 
for  r^imental  transport  will  ervactly  suit  the  conditions  and  en- 
vironment. It  will  in  some  eases  be  found  desirable  to  increase 
the  regimental  transport  at  the  expense  of  the  divisional  and  gen- 
eral transport  In  other  cases  it  "wtU  without  doubt  be  found 
desirable  to  reduce  the  regimental  transport  and  increase  the 
other  forms. 

During  the  Civil  War  the  r^imental  transport  varied  from 
thirteen  wagons  in  the  beginning  to  one  wagon  at  the  close  for 
each  regiment.  The  conditions  that  will  influence  the  command- 
ing general  in  reducing  the  r^imental  transport  below  the  figure 
^ed  by  regulations  or  current  orders  wiU  be,  (1)  From  neces- 
eity,  by  reason  of  inability  to  procure  the  full  amount;  (2)  On 
account  of  the  space  it  takes  up  on  the  march  and  the  consequent 
encumbering  of  the  ground  needed  for  the  movement  of  troops; 
(3)  On  account  of  close  proximity  to  the  enemy  and  consequent 
danger  of  damage  or  capture  and  the  necessity  for  freedom  of 
movement;  (4)  The  c-onsideration  of  economy,  or  nec-essity  for 
limiting  expenditures  for  lack  of  means. 

As  a  concrete  example  of  such  adaptation,  and  as  an  illus- 
tration of  a  system  capable  of  expansion  or  contraction  as  de- 


154  TRANSPORTATION     OF     TROOPS     Al^D     MATERIEL 

sired;  the  following  order  was  recommended  in  a  recent  camp 
of  maneuver.  So  much  of  the  order  was  published  as  covered 
the  case  in  point.  The  order  is  a  composite  one,  consolidated 
from  the  principal  transportation  orders  issued  at  various  times 
to  our  armies  in  the  field. 


GENEEAL  FIELD  TEANSPORTATION  OEDEK. 

The  figures  given  in  this  order  may  not  seem,  in  some  cases, 
to  be  adequate.  However,  the  endeavor  has  been  to  cover  all 
reasonable  points  of  requirement,  on  the  subject  of  wheel  and 
pack  transportation,  leaving  it  to  special  circumstances  to  de- 
termine the  practicability  of  adopting  or  altering  the  figures  re- 
cited. It  is  believed  that  such  requirements  in  some  form  are 
essential  for  a  mobile  army,  and  they  should  be  susceptible 
to  change  according  to  the  requirements  of  varying  conditions. 
"General  Orders. 

"1^0.  Headquarters  Provisional  Division. 

"The  following  orders,  prescri|bing  the  means  of  transporta- 
tion and  camp  and  garrison  equipage  for  the  Provisional  Divis- 
ion, supersede  all  former  orders  with  which  they  are  in 
conflict.^' 

The  object  of  this  order  is  to  fully  cover  all  points  con- 
nected with  the  subject  of  organization  of  wheiel  and  pack  trans- 
portation. 

The  first  paragraph  of  the  order  reads  as  follows: 


BY     LAND.  1 55 

"1.  The  wagon  and  pack  trains  attached  to  the  Division 
will  be  concentrated  in  central  corrals.  Those  of  the  cavalry  bri- 
gade at  such  point  near  the  eastern  boundary  of  the  camp  as  will 
be  indicated  by  the  Chief  Quartermaster  of  the  Division.  Those 
for  all  infantry  organizations^  and  such  other  organizations  as 
may  be  designated  under  the  orders  of  the  Division  Commander, 
at  a  point  to  be  indicated  by  the  Chief  Quartermaster  near  the 
western  boundary  of  the  camp. 

"The  trains  of  the  Engineer  Corps,  the  Signal  Corps,  and 
the  Hospital  Corps,  and  riding  horses  of  mounted  officers  will 
be  parked  in  camp  with  their  respective  organizations. 

"So  much  of  the  transportation  of  the  artillery  as  may  be 
required  for  camp  use,  under  the  approval  of  the  Division  Com- 
mander, will  be  held  in  the  camp  of  that  organization.  The  re- 
mainder will  be  placed  in  park  in  the  general  infantry  corral. 

"All  trains  will  be  parked  in  the  central  corrals  according 
to  directions  to  be  given  by  the  Chief  Quartermaster  of  the 
Division." 

The  object  of  providing  for  this  means  of  parking  the  trains 
in  this  particular  case  was  that  the  ground  did  not  lend  itself  ac- 
ceptably to  the  parking  of  the  various  trains  in  camp  with  the 
organizations  to  which  they  were  attached.  In  view  of  the  limit- 
ed amount  of  space,  the  compactness  of  the  camp  was  provided 
for  by  this  method  of  parking.  In  addition,  it  is  often  found 
desirable  to  detach  a  certain  amount  of  transportation  from 
some  organizations  in  camp,  and  assign  it  to  other  organizations 
arriving  \\ithout  transportation,  in  order  to  equalize  the  trans- 
portation.   While  this  may  not  seem  acceptable  to  regimental" 


156  TRANSPORTATION    OP     TROOPS    AND     MATERIEL 

•commanders  in  all  cases,  yet  it  is  believed  to  be  for  the  good  of 
the  whole  establishroent. 

The  trains  of  the  Signal  Corps,  Engineer  Corps,  and  Hos- 
pital Corps  will  remain  with  their  respective  organizations,  for  the 
reason  that  this  transportation  is  of  a  distinctive  character,  and 
mainly  useful  only  to  the  organizations  to  which  it  is  attached. 

The  second  paragraph  of  the  order  reads  as  follows : 

"2.  The  organization  of  the  transportation  service  for  regi- 
ments, squadrons,  batteries,  and  other  organizations  assembled  in 
camp  of  maneuver  will  be  as  follows  as  far  as  possible : 

"Each  regiment  of  infantry  will  have  seven  wagons  set  aside 
for  its  use;  each  squadron  of  cavalry  will  have  five  wagons  set 
-aside  for  its  use.  These  wagons  will  be  under  the  immediate  or- 
ders of  the  regimental  or  squadron  quartermasters.  Each  bat- 
tery of  artillery  will  have  two  wagons  set  aside  for  its  use.  ISTine 
wagons  in  excess  of  the  regimental  wagons  will  be  subject  to  the 
Orders  of  the  brigade  quartermaster,  forming  a  supply  train  for 
each  brigade.  All  wagons  in  excess  of  this  number  remaining 
after  allotment  to  brigades  and  regiments  will  be  subject  to  the 
orders  of  the  Chief  Quartermaster  of  the  Division,  and  will  be 
k)rganized  into  a  separate  division  train  for  the  service  of  ammu- 
pition,  commissary  supplies,  forage,  and  reserve  medical  supplies 
and  equipment.  In  addition  to  this,  the  Chief  Quartermaster  will 
have  a  separate  general  supply  train  for  the  service  of  storehouses, 
depots,  and  for  the  exceptional  services  required  in  a  camp  of  this 
character. 

"The  police  train  of  contract  wagons  will  perform  the  ser- 
vice of  policing  the  kitchens. 


BY     LAND.  157 

"Kegimental  ti'ansportation  should  be  assigned  for  infantry 
on  the  march  as  follows: 

"One  wagon  to  two  companies,  and  one  wagon  to  regi- 
mental headquarters,  field  and  staff. 

"For  cavalry,  one  wagon  to  each  troop,  and  one  each  to  squad- 
ron and  regimental  headquarters. 

For  artillery,  two  wagons  for  each  battery,  and  one  for  bat- 
talion headquarters. 

"For  brigades  operating  independently,  the  transportation  for 
brigade  headquarters  and  reserve  supplies  will  not  exceed  nine 
wagons,  which  will  be  subject  to  the  orders  of  the  brigade  quar- 
termaster. Eegimental '  quartermasters  will  call  upon  brigade 
quartermasters  for  any  transportation  needed  in  camp  in  excess 
of  regimental  transportation  for  special  purposes.  Should  the 
brigade  quartermaster  not  have  it  available,  he  should  call  upon 
the  Division  Quartermaster  for  such  transportation.  Eequests 
for  transportation  should  not  reach  the  Division  Quartermaster 
until  all  the  resources  of  the  regiments  and  brigades  have  been 
exhausted." 

The  object  of  organizing  the  trains  in  this  fashion  is  to  pro- 
vide for  an  equitable  distribution  of  all  the  transportation  assem- 
bled and  to  provide  at  least  a  nucleus  for  all  classes  of  transpor- 
tation, in  order  to  exhibit  the  system  upon  which  the  transpor- 
tation of  the  command  would  operate  and  the  uses  to  which  all 
is  put.  All  transportation  assembled  in  camp  is  thus  allotted 
and  provision  is  made  for  the  equitable  use  of  all.  The  full  al- 
lowance provided  in  General  Orders  of  the  War  Department  is 
not  available  with  the  transportation  assembled. 


M58  TRANSPORTATION     OF     TEOOl'S     AND     MATERIEL 

By  the  provisions  of  this  order  it  is  proposed  that  each  reg- 
linieht  of  infantry,  squadron  of  cavalry,  and  battery  of  artillery 
Bhall  have  a  certain  amount  of  transportation  available  for  its  im- 
mediate use  in  camp,  and  a  similar  amount  on  the  march  and  in 
bivouac.  In  addition  to  this,  a  certain  additional  amount  is  set 
aside  under  the  orders  of  the  brigade  quartermaster,  who  will 
be  able  to  carry  for  his  brigade  a  small  amount  of  stores  m  case 
the  brigade  acts  separately,  and  he  will  be  able  to  provide  for  its 
needs  from  these  supply  wagons  for  a  limited  length  of  time;  or, 
in  case  a  regiment  is  detached  with  instructions  to  act  separately 
for  a  longer  period  of  time,  the  supplies  can  be  furnished  by  the 
brigade  wagons  temporarily  assigned  to  the  regiment.  Or  should 
a  brigade  take  the  field  for  a  longer  period  of  time  than  supplies 
can  be  carried  by  the  brigade  wagons,  the  division  trains  may  be 
drawn  upon  to  furnish  supplementary  transportation. 

The  division  train  provides  for  additional  supplies  for  the 
division  should  it  take  the  field;  and  the  general  supply  train 
provides  for  the  keeeping  up  of  the  continual  forwarding  of  the 
supplies  to  points  where  they  can  be  picked  up  by  the  division 
trains,  and,  in  case  it  is  practicable  to  do  so,  may  go  forward 
and  substitute  witli  the  division  trains,  all  of  which  will  have  an 
organization  similar  to  the  organization  of  the  general  supply 
trains. 

This  organization,  it  is  believed,  will  also  be  found  useful  in 
the  service  of  the  camp,  inasmuch  as, it  provides  for  all  proper 
camp  services,  all  in  consecutive  order,  in  such  a  way  that  the 
service  should  be  had  without  confusion;  and  should  an  organi- 
zation find  itself  insufliciently  supplied  with  transportation  for 


BY    laVND.  159 

any  special  purpose,  a  read}'  means  is  indicated  as  to  how  the 
difficulty  luay  be  remedied. 

Paragraphs  3,  4,  5,  6,  and  7  read  as  follows: 

"3.  For  the  transportation  of  headquarters  of  the  Majoi-r 
General  commanding^  and  such  officers  as  are  attached  thereto, 
such  wagons  and  light  spring  wagons,  saddle  horses,  and  camp 
equipage  will  be  allotted  as  may  be  deemed  necessary  from  time 
to  time,  to  be  assigned  by  the  Chief  Quartermaster  at  Division 
Headquarters. 

"4.  For  the  headquarters  of  a  brigade,  one  escort  wagon, 
which  will  be  part  of  the  brigade  train,  two  extra  saddle  horses 
for  contingent  wants,  one  hospital  tent  for  the  office  of  the  bri- 
gade commander,  one  wall  tent  for  the  brigade  commander,  and 
one  for  each  officer  of  the  brigade  staff. 

"5.  For  a  regiment  of  infantry,  squadron  of  cavalry,  bat- 
tery of  artillery,  and  other  organizations  in  permanent  camp, 
the  camp  equipage  will  be  as  prescribed  in  existing  orders.  The 
transportation  for  camp  service  will  be  as  prescribed  in  paragraph 
2  of  this  order. 

"6.  The  allowance  of  baggage  wagons  and  pack  mides  for 
officers  when  on  temporary  detached  service  will  be  as  follows: 
To  every  three  officers,  one  pack  mule;  to  every  tw^elve  company 
officers,  one  wagon,  or  four  pack  mules.  This  transportation  to 
be  drawn  from  regimental  or  brigade  transportation,  or,  if  not 
available  there,  application  will  be  made  to  the  Chief  Quarter- 
master of  the  Division. 

"7.  For  camp  service  and  for  bivouac  the  transportation 
for  the  troops  will  be  as  follows :    For  each  regiment  of  infantry. 


160  TRANSPORTATION     OF     TROOPS    AND     MATERIEL 

one  wagon  for  every  two  companies,  one  wagon  for  field  and  staff  ^ 
for  cavalry,  one  wagon  for  each  troop,  one  wagon  for  each  squad- 
ron headquarters  and  one  wagon  for  regimental  headquarters; 
for  artillery,  two  wagons  for  each  battery,  one  wagon  for  head- 
quarters artillery  battalion.'^ 

As  it  is  contemplated  that  part  or  all  of  the  command  will 
be  from  time  to  time  in  bivouac,  it  is  deemed  desirable  that  the 
amount  of  transportation  for  such  bivouac  be  prescribed,  in  order 
that  it  may  be  uniform  throughout  the  division. 

"8.  When  the  division  bivouacs,  the  following  will  be  the 
maximum  amount  of  tentage  allowed: 

"For  division  and  brigade  headquarters,  one  wall  tent  lor 
division  and  brigade  commanders,  and  one  for  every  two  staff 
officers. 

"To  each  full  regiment  of  infantry,  for  the  colonel,  field  and 
staff,  three  w^all  tents. 

"For  all  other  commissioned  officers,  one  shelter  tent  each. 

"For  every  two  non-commissioned  ollicers,  privates,  team- 
sters, etc.,  as  far  as  they  can  be  supplied  from  the  tentage  on 
(hand  in  the  organization  to  M'hich  the}-  belong,  one  shelter  tent. 
All  other  tentage  than  the  above  will  remain  standing  in  camp 
under  guard. 

"For  each  cavalry  squadron,  one  wall  tent  for  headquar- 
ters and  staff.  Other  tentage  as  prescribed  for  a  regiment  of 
infantry." 

It  is  believed  that  an  order  should  set  forth  with  a  good 
deal  of  preciseness  what  will  be  expected  of  the  officers  and  organ- 


BY     LAND.  161 

izations  in  the  way  of  teiitage  in  bivouac,  and  tliat  none  of  flTis 
should  Idc  left  to  the  discretion  of  tlie  officers  concerned. 

"9.  The  allowance  of  oliicers'  baggage  in  bivouac  will  be 
limited  to  a  bedding  roll,  not  to  exceed  sixty  pounds  in  weight, 
one  small  valise,  and  a  ivasonublc  moss  kit  for  each  mess. 
The  men  going  into  bivouac  will  carry  no  baggage  except  blan- 
kets and  shelter  tents."' 

This  prescribes  the  maximum  allowance  of  baggage  for  biv- 
ouac, which  it  is  believed  should  also  be  set  forth  in  orders. 

"10.  The  foregoing  wagons  and  pack  mules  will  include 
transportation  for  all  personal  baggage,  mess  chests,  cooking 
utensils,  field  rations  for  immediate  use,  desks,  papers,  etc. 

"All  transportation  and  camp  and  garrison  equipage  in  ex- 
cess of  this  order  will  be  inmiediately  reported  to  the  Chief  Quar- 
termaster of  the  Division,  who  will  indicate  the  disposition  to  be 
made  thereof. 

"The  brigade  supply  train  will,  on  the  march,  curry  the  nec- 
essary supplies  for  the  brigade. 

"The  division  supply  train  will,  on  the  march,  carry  the  nec- 
essary reserve  supplies  for  the  division. 

"The  general  supply  train  will  place  the  stores  where  they 
can  be  reached  by  the  division  supply  train,  and,  under  certain 
circumstances,  will  be  interchangeable  with  the  division  supply 
train." 

The  foregoing  paragraph   indicates   the   difference   between 

what  can  properly  be  called  baggage  wagons  for  the  regiments  and 

squadrons,  etc.,  and  the  supply  trains,  which  carry  the  supplies 

required,  such  as  ammunition,  subsistence,  forage,  etc. 
n — 


162  TRANSPOKTATIOX     OF     TROOPS     AjSD     MATERIEL 

"11.  The  division  supply  trains  "and;  general  supply  trains 
will  each  uniformly  consist  ofl  twenty-seven  wagons  to  each  train ; 
each  wagon  will  be  completely  equipped  with  proper  extra  parts, 
and  will  be  supplied  with  the  usual  necessary  accompanying  tools, 
wagon  covers,  etc., 

''Each  train  will  be  under  the  control  of  a  wagonmaster,  as- 
gisted  l)y  two  assistant  wagonmasters,  and  will  be  provided  with 
one  extra  teamster,  one  cook,  and  one  watchman." 

The  foregoing  paragraph  gives,  it  is  believed,  a  most  satis- 
factory wagon  train  organization;  thoroughly  cit'ective  as  a  whole, 
easily  divisible  into  three  effective  units,  if  desired,  equal  or  un- 
equal in  size,  and  equipped  in  every  way  for  producing  the  best 
results  for  the  ser^dce. 

"12.  For  the  artillery  and  small-arms  ammunition  train, 
transportation  will  be  furnished  as  follows ; 

"For  50  rounds  of  ammunition  for  each  piece  of  field  ar- 
tillery ;  t^vo  wagons  for  a  batter}^  o£  six  guns.  One  hundred  rounds 
per  man,  each  for  infantry  and  cavalry ;  three  wagons  per  1,000 
men.  Eeserve  revolver  ammunition.  GO  rounds  per  man,  for 
1,000  men;  one  wagon  lightly  loaded. 

"N"ecessary  wagons  to  carry  this  amount  of  ammunition  will 
be  provided  from  the  division  trains  whenever  the  commanding 
General  shall  direct. 

"13.  In  estimating  weights  to  be  carried  on  wagons  and 
pack  mules,  they  will  be  figured  as  follows: 

Pounds. 

Weight  of  1  field  ration 4    . 

1.000  rounds  ammunition,  infantrv  and  cavalrv 80 


BY     LAXI).  163 

Pounds. 

1,000  rounds  amniunition.  rr-voUfr 37 Vj 

100  rounds  shrapnel -^,000 

1  ration,  grain,  mide - 9 

1  ration,  grain,  horse 1"^ 

'"The  usual  load  for  a  pack  mule  is  200  pounds;  under  the 
most  favorable  conditions  and  the  greatest  necessity,  this  ma}'  be 
increased  to  250  pounds  for  short  distances. 

"The  load  for  an  army  wagon  varies  from  3,000  to  4,000 
pounds.  The  load  for  an  escort  wagon  varies  from  2,000  to 
3,000  pounds,  according  to  the  condition  of  the  roads. 

"Conmianding  officers  will  be  held  responsible  that  the  reg- 
imental baggage  wagons  are  not  overloaded.  Quartermasters  in 
charge  of  trains  will  be  held  responsible  that  supply  trains  are  not 
overloaded.  Hay  will  not  be  carried  on  the  march  in  baggage  or 
supply  wagons." 

The  two  preceding  paragraphs  give  all  the  data  necessary 
for  estimating  the  number  of  wagons  required  for  the  transpor- 
tation of  any  desired  quantity-  of  gubsistence,  ammunition,  and 
forage.  It  is  deemed  desirable  to  give  this  in  orders,  as  it  will 
not  always  be  found  con^  enient  to  search  the  manuals  for  these 
figures.  Figures  are  given  in  round  numbers.  a,s  it  may  often 
happen  that  wagonmasters,  or  even  teamsters,  may  be  called 
upon  to  figure  the  weights  of  their  loads. 

"14.  For  the  general  brigade  and  division  supply  trains, 
to  carry  sufficient  subsistence  supplies  for  five  days  for  every  1,000 
men,  cavalry  and  infantry,  and  short  forage  for  the  teams  will 
require  seven  escort  wagons. 


164  TRANSPORTATION     OF     TROOPS     AND     MATERIEL 

"To  the  cavali\y  division,  and  for  the  artillery  brigade,  should 
be  allowed,  when  in  active  campaign,  the  necessary  number  of 
wagons  to  carry  the  weight  of  forage,  rations,  and  other  supplies 
for  the  period  that  is  contemplated  that  it  shall  be  in  active  opera- 
tions away  from  depot.'' 

'  The  preceding  paragraph  shows  the  number  of  wagons  re- 
quired for  supplies  for  certain  numbers  of  troops  for  fixed  periods^ 
and  provides  that  for  cavalry,  artillery,  and  other  organizations, 
when  detached,  transportation  shall  be  furnished,  depeniding  upon 
the  period  for  which  they  will  be  detached. 

"15.  The  unit  of  organization  for  the  transportation  or  suo- 
sistenc«,  ordnance,  and  general  supplies  will  be  by  division.  The 
Chief  Quartermaster  of  the  Division  will  be  responsible  for  the 
conduct  and  discipline  of  the  supply  trains.  Brigatle  quartermas- 
ters will  be  responsible  for  the  conduct  and  discipline  of  the  bri- 
gade trains.  Eegimental  quartermasters  will  be  responsible  for 
the  regimental  property  and  baggage,  and  the  trains  under 
their  charge, 

"Quartermasters  will  attend  in  person  to  the  drawing  of  nec- 
essarv'  supplies  at  depots,  and  will  habitually  accompany  their 
trains  on  the  march." 

This  paragraph  provides  for  the  proper  conduct  and  disci- 
pline of  trains. 

"16.  Commissary  stores  and  forage  will  be  transported  in 
the  supply  trains,  and  not  in  the  regimental  and  squadron  bag- 
gage wagons,  except  that  which  is  required  for  immediate  con- 
sumption. When  the  supply  trains  are  not  convenient  of  access 
and  when  troops  act  in  detachments,  the  Quartermaster's  De- 


BY     LAND.  1 65 

partrtient  will  assign  wagons  or  pack  mules  for  the  purpose  of 
carrying  supplies  for  immediate  use,  but  the  baggage  of  officers 
or  troops,  or  camp  equipage,  will  not  be  carried  in  the  wagons,  or 
on  animals  so  assigned." 

This  paragraph  prescribes  certain  definite  property  to  be 
carried'  in  baggage  trains,  and  prohibits  cei'tniii  other  property 
from  being  carried  in  supply  trains. 

'"'l?'.  The  wagons  allowed  to  a  regiment  or  other  organiza- 
tion will  carry  nothing  but  forage  for  their  teams,  cooking  uten- 
sils for  the  men  and  ofiicers,  field  rations  immediately  required, 
and  the  authorized  officers'  baggage.  It  is  contemplated  that  each 
Tjaggage  wagon,  except  those  of  the  ammunition  trains,  will  carry 
the  necessary  forage  for  its  own  team  for  immediate  use." 

By  '^rations  for  immediate  use"  is  to  be  understood  rations 
to  be  used  imtil  such  time  as  it  is  contemplated  to  draw  upon  the 
division  supply  trains  accompanying  the  command,  about  two 
days. 

The  following  paragraphs  are  disciplinary  in  character: 

''18.  On  the  march,  unless  otherwise  ordered  by  the  com- 
manding General,  the  baggage  train  of  each  brigade  will  follow  in 
the  rear  of  the  brigade  except  when  an  early  engagement  is  antici- 
pated, when  all  transportation  except  the  ammunition  train  will 
follow  in  the  rear  of  the  army  or  will  be  otherwise  disposed  as  the 
commanding  general  shall  direct.  Brigade  trains  will  be  under 
the  direction  of  the  brigade  quartermaster,  who  will  use  every 
effort  for  the  preservation  of  thej  strictest  order  and  discipline.^' 

"19.  Freight  trains  will  be  driven  at  a  walk.  Any  teamster 
found  trotting  or  running  his  team  will  be  awarded  such  punish- 
ment as  the  case  merits.  i 


166  TRANSPOKTATIOX     OF     TROOPS     AND     MATERIEL 

"Unneeessarv  locking  of  wheels  is  prohibited." 

"20.  jSTo  soldier  shall  ride  in  loaded  baggage  wagons,  nor 
in  empty  wagons  except  by  special  instructions  to  that  effect,  to 
be  given  by  proper  authority.'"' 

"21.  The  division  supply  trains  will,  as  a  general  rule,  fol- 
low the  baggage  trains  of  the  troops  for  whom  the  supplies  are 
•intended.  Should  a  train  be  delayed  by  accident  on  the  march,  it 
will  be  dra\>'n  to  one  side  of  the  road,  while  those  in  the  rear  will 
close  up  the  interval.  Whenever  trains  or  wagons  for  any  rea- 
son halt  from  any  cause,  they  will,  as  far  as  possible,  be  drawn 
to  one  side  of  the  road,  so  as  to  admit  of  free  passage  of  troops* 
'artillery,  and  otlier  trains  that  may  be  en  route  to  the  front." 

"22.  If  trains  meet  on  the  road,  those  advancing  towards 
the  enemy  will  be  given  right  of  way,  and  those  going  to  the  rear 
will  halt  if  there  is  not  room  to  pass  while  in  motion." 

"23.  In  drawing  supplies  from  tlie  depot,  the  officer  or  other 
person  in  charge  of  the  train  to  be  loaded  with  supplies  will  park 
his  train  at  a  point  to  be  indicated  by  a  representative  of  the  Quar- 
termaster's Department  in  the  vicinity  of  the  depot,  then  report 
to  the  depot  officers  for  instructions  as  to  the  time  and  manner 
of  bringing  up  his  train  to  receive  the  supplies." 

"24.  Mess  for  Teamsters. — In  cases  where  teamsters  have 
no  separate  mess,  but  mess  with  their  organizations,  suitable  pro- 
vision will  be  made  by  commanding  officers,  so  that  teamsters  may 
not  be  delayed  in  procuring  their  meals." 

"25.  Wagons  and  their  covers  will  be  designated  by  the  fol- 
lowing markings  on  wagon  bodies  and  wagon  covers: 


?,Y     LAND.  167 

"■Iieginiciitel  baggage  \vagx)iis  will  siiuw  the  designation  of  the 
regiment,  above  or  iu  front  of  proper  brigade  and  division  device. 

"Brigade  baggage  and  supply  wagons  will  bear  the  proper 
brigade  and  division  device. 

"Division  wagons  will  bear  the  division  device,  and  the 
'wagons  making  up  the  division  supply  train:^  will  bear  the  device 
pf  the  supply  department  whose  supplies  they  carry,  in  addition 
•to  the  division  device.  In  addition,  the  ammunition  train  will 
ishow  in  colored  and  horizontal  bands  six  inches  wide,  in  light 
blue,  red,  or  j-ellow,  wdiether  the  ammunition  carried  is  for  in- 
fantry, artiller)^,  or  cavalry. 

"The  wagons  pertaining  to  the  hospital  service  will  bear  the 
device  of  that  service,  in  addition  to  the  device  of  the  division. 
The  Signal  Corps  and  Engineer  Corps  Avagons  will  be  similarly 
marketl. 

"The  devices  for  marking  wagons  will  l)e  as" follows: 

"For  the  division,  a  red  'M'  except  the  cavalry  brigade  wag- 
ons, which  will  bear  a  5'ellow  'M.' 

"The  infantry  brigades  will  be  shfAvn  by  black  numerals,  1, 
2,  3,  4.  . 

"The  artillery  brigades  by  crossed  guns  and  notation  of  the 
battery."' 

The  object  of  tlie  preceding  paragrapii  is  apparent.  It  is  the 
intention  to  provide  all  wagons  with  distinctive  markings  which 
can  be  placed  upon  the  -sides  of  the  wagons  and  covers,  so  thiit 
each  wagon  can  be  at  a  glance  identified,  and  the  character  of  its 
supplies  known. 


168  TRAXSIORXATIOX     OF     TROOPS     AXD     MATERIEL 

"26.  In  order  that  acting  quartermasters  may  receive  full 
benefit  from  the  Antiiran  Maneuvers,  the  troops,  when  in  biv- 
ouac, will  be  supplied  with  wood  and  forage  from  the  \icinity 
of  the  bivouac  as  far  as  possible. 

"Quartermasters  and  acting  quartermasters  should  supply 
themselves  with  the  necessary  blank  forms  to  enable  them  lo 
render  the  proper  accounts,  which  will  be  paid  by  tlie  Chief 
Quartermaster. 

It  is  not  to  be  supposed  that  in  a  camp  of  maneuver  all  of 
the  provisions  of  the  foregoing  order  can  be  carried  out,  nor  is 
it  contemplated  that  they  shall.  It  is  desirable,  however,  to  ex- 
hibit the  order  as  complete  as  practicable,  that  such  variations  be 
made  from  it  as  may  be  necessary  under  special  conditions  and 
requirements. 

It  is  interesting  to  note  in  passing  that  the  provisions  of 
this  order  allot  something  less  than  one-fourth  the  amount  of 
transportation  to  each  regiment  that  was  allowed  in  the  first  gen- 
eral transportation  order  of  the  Revolutionary  War. 


XI. 


RELATION  BETWEEN  IMPEDIMENTA  AND 
TRANSPORT. 

It  is  essential  that  the  young  officers  of  the  Army,  and  those 
not  already  familiar  with  campaigning,  be  educated  to  a  full 
understanding  of  the  difference  between  the  comforts  to  be  ex- 
pected in  a  permanent  garrison  or  cantonment,  a  more  or  less 
permanent  camp,  and  a  bivouac,  in  which  the  zVrmy  is  stripped 


BY    LAND.  169 

and  ready  for  immediate  service  on  the  firing-line,  and  the  still 
further  stripping  of  the  army;  for  service  ajctually  on  the  firing-line 
itself. 

The  troops  should  pass  from  one  of  these  situations  to  an- 
other freely,  and  without  the  embarrassffnemt  of  carrying  superflu- 
ous equipage  and  property  of  any  character.  In  leaving  the  cafmp 
or  garrison  for  active  field  service,  the  baggage  should  be  cut  down 
to  the  lowest  practicable  amount,  and  all  that  is  superfluous  should 
be  left  behind,  either  under  proper  guard  or  turned  into  depot. 
It  is  believed  that  the  allowance  of  tentage,  baggage,  and  trans- 
portation for  camp  and  bivouac,  and  the  march,  indicated  in  the 
Regulations  is  a  liberal  one.  All  of  this  baggage,  except  that  car- 
I'ied  on  the  persons  of  the  men,  will  again  be  left  behind  when  the 
troops  take  actual  engagement  on  the  firing-line,  and  will  only 
■be  advanced  to  the  troops  after  the  fighting  is  over. 

It  is  to  be  noted  in  this  connection  that  the  earliest  transpor- 
tation orders  issued  to  our  armies  during  the  Civil  War  provided 
from  ten  to  thirteen  wagon?  per  regiment.  In  the  last  transpor- 
tation order  issued  to  the  Army  of  the  West,  which  solved  prob- 
lems of  transportation  that  had  never  been  Imown  in  the  armies 
of  civilized  nations  in  the  world  before,  the  allowance  for  the 
baggage  was  one  six-mule  wagon  to  each  regiment.  A  similar 
amount  of  transportation  was  allowed  to  the  Army  of  the  Poto- 
mac in  its  final  advance  to  x^ppomattox.  The  total  number  of 
wagons,  however,  per  thousand  men,  including  thie  brigade,  divi- 
sion, corps,  and  army  supply  trains,  wa':  not  reduced  in  the 
same  proportion,  but  was  as  follows :  about  from  thirty-four  to 


170  TRANSPORTA'J'ION     OF     TROOPS     AND     MATERIEL 

thirty-seven  wagons  per  thousand  men  in  the  A¥estern  Army, 
and  twenty-two  per  thousand  men  in  the  Army  of  the  Potomac. 

General  Ingalls,  C'hief  Quartermaster  of  the  Army  of  the 
Potomac,  reported  that  on  the  1st  of  July,  1862,  after  the  seven- 
days  battle  before  Eichmond,  his  transtportation  was  forty  wagons 
per  thousand  men.  After  Antietam  the  number  was  forty-nine 
per  thousand  men. 

General  Batchelder,  Chief  Quai-ternuaster  of  the  Army  of  the 
Potomac,  reported  that  in  the  Appomattox  campaign  there  were 
twenty-two  wagons  per  thousand  men. 

In  the  past^  ^Yhen  difficulties  have  arisen  with  the  transpor- 
tation service,  the  fault  has  not  been  wholly  with  the  department 
furnishing  that  service.  The  line  itself  has  not  always  been  rea- 
sonable m  its  demands. 

As  an  ilhistraticn  of  the  rehitive  amount  of  baggage  con- 
sidered necessary  for  the  use  of  the  troops  in  a  semi-permanent 
camp,  and  that  to  be  taken  by  them  when  moving  forward  from 
such  camp  towards  the  point  of  active  operations,  as  well  as 
its  effect  upon  the  mobility  of  the  trocps,  tlie  movement  of  the 
Florida,  via  Port  Tampa,  to  Santiago,  Culja,  will  be  a  most 
pertinent  one,  as  it  is  fresh  in  the  minds  of  all  persons  inter- 
ested in  military  affairs. 

It  will  be  remembered  that  twenty-five  escort  wagons  had 
been  designated  by  orders  froni  the  War  Department  as  an  allow- 
ance of  transportation  for  a  regiment  of  infantry  in  the  field. 

Colonel  Bellinger,  the  Depot  Quartermaster  at  Tampa,  in 
speaking  of  this  subject,  says: 


BY     LAMU.  171 

'■'During  the  incveiiiont  of  the  troops  from  their  camps  in  and 
about  Tampa  to  Port  Tampa,  where  they  were  to  embark  upon 
the  transports,  in  order  to  save  time  by  avoiding  the  necessity  of 
carefully  stowing  the  baggage  in  the  cars  for  the  short  trip  of 
nine  miles,  an  average  of  from  seven  to  eight  box  cars  were  allot- 
ted to  each  regiment  for  the  transporting  of  the  cuinpany  and 
regimental  baggage. 

"So  little  was  the  problem  of  transportation  appreciated  by 
some  of  these  troops  that  in  one  case  a  regiment  whose  strength 
was  less  than  700  men  used  fourteen  box  cars  to  take  its  baggage 
from  Tampa  to  Port  Tar/ipa,  and  in  no  case  did  any  regiment 
confine  itself  to  the  baggage  which  its  allowance  of  wagons  could 
have  hauled  on  the  march. 

"It  will  be  readily  seen  that  tbc  taiving  of  this  large  amount 
of  baggage  reacted  in  eveiw  conceivalilo  way  against  the  efficiency 
of  the  troops  and  against  their  personal  comfort. 

"1.     By  impeding  their  entraining. 

"2.  By  preventing  the  running  of  the  trains  from  Tampa 
to  Port  Tampa  on  the  schedule  arranged  for  the  movemenr. 

"3.  By  impeding  the  detraining  of  the  troops  at  Port 
Tampa. 

"4.  By  impeding  the  embarkation  of  tlio  troops  on  the 
transports. 

"5.  By  rendering  it  absolutely  in^possible  to  unload  this 
baggage  at  Santiago  or  to  have  moved  it  forward  had  it  been  un- 
loaded. Xor  would  any  use  have  been  made  of  a  great  deal  of 
it,  had  it  been  practicable  to  get  it  up  to  the  troops. 

"A  great  deal  of  this  baggage  remained  in  the  holds  of  the 


172  TT.'ANSPORTATIOX     OF     TROOl'S     AMU     MATERIEL 

transports  and  was  returned  to  the  United  States  without  ever 
leaving  the  vessels. 

"Besides  the  superfluous  and  unnecessary  amount  of  prop- 
erty taken  by  the  troops  to  Cuba,  large  quantities  of  personal  as 
well  as  regimental  property  were  left  by  the  troops  in  their  per- 
manent camps  at  Tampa. 

"Had  a  systematized  policy  been  maintained  regarding  the 
amount  of  property  toi  be  used  in  their  permanent  camps  by  the 
officers  and  men,  and  in  making  the  movement  had  a  systematized 
and  very  much  reduced  amount  of  baggage  been  decided  upon  for 
the  troops  to  carry  forward  with  them,  much  loss  of  time  and 
property,  as  well  as  just  and  unjust  criticism  of  the  military 
authorities,  would  have  been  avoided." 

As  a  rule,  it  will  be  no  part  of  the  duty  of  the  quartermaster 
to  prescribe  what  shall  and  what  shall  not  be  transported;  that 
as  the  province  of  the  commanding  general.  The  quartermas- 
ter will  merely  indicate  what  quantities  can  be  transported  by 
the  means  at  hand. 

When  an  engagement  is  imminent,  the  most  important  ele- 
ment to  be  carried  is  the  ammunition — after  that,  the  hospital 
supplies-  and  after  those,  the  rations.  At  this  juncture  both  the 
hospital  supplies  and  rations  should  be  siinplified  as  much  as  pos- 
sible— it  is  impossible  to  provide  the  same  comforts  for  the  sick 
and  wounded  at  the  front  as  can  be  found  at  the  base  hospital. 
These  things  should  be  siniple,  etfective,  and  easy  ot  transportation. 

The  same  is  true  of  the  ration.  The  simpler  and  Tighter  at 
this  juncture  the  more  certain  it  is  to  reach  the  men  promptly. 
It  is  believed  that  the  certainty  of  having  hard  tack,  bacon,  and 


BY     LA.ND.  ''•> 

coffee  in  hand  will  ]uore  than  make  up  for  the  knowledge  that  a 
more  elaborate  menu  exists  somewhere  in  the  rear  if  it  could  only 
be  brought  up.  The  general  rule  will  be  in  active  campaigns  to 
relieve  the  transport  of  every  unnecessary  burden,  in  order  that 
it  need  not  fail  in  its  proper  functions. 

XII. 

METHOD  OF  UTILIZING  TRANSPOET  WHEN  LIVING 
ON  THE   COUNTRY. 

Transporlation  Order  of  General  Sherman. 
Report   of   General   Easton. 

In  order  to  give  a  comprehensive  view  of  the  operations  of 
the  transportation  service  of  the  Western  Army  in  the  Atlanta 
campaign  and  the  march  to  the  sea,  illustrating  the  manner  of 
using  transport  when  living  on  the  country.  The  following  quo- 
tation is  made  from  General  Sherman,  and  from  General  Lang- 
don  C.  Easton,  his  Chief  Quartermaster.  This  is  believed  to  be 
the  best  example  of  its  kind  in  our  history. 

"Upon  November  9th,  before  leaving  the  vicinity  of  Atlanta, 
General  Sherman  issued  the  following  orders : 

"Extract. 
"1.  For  the  purpose  of  military  operations  this  army  is 
divided  into  two  wings.  The  right  wing,  Major-General  0.  0. 
Howard  commanding,  composed  of  the  15th  and  17th  Corps;  the 
left  wing,  Major-General  H.  W.  Slocum  commanding,  composed 
of  the  14th  and  30th  Corps. 


174  TRANSPORT  ATlOxV     OF     TROOIS     AND     MATERIEL 

''2.  The  habitual  order  of  march  will  be,  wherever  prac- 
ticable, by  four  roads  as  nearh'  parallel  as  possible,  and  converg- 
ing at  points  hereafter  to  be  indicated  in  orders.  The  cavalry, 
Brigadier-General  Kilpiitrick  commanding,  will  receive  special 
orders  from  the  Commander-in-chief. 

"3.  There  will  be  no  general  train  of  suppl}^,  but  each  corpa 
Avill  have  its  ammunition  train  and  provision  train,  distributed 
'liabitually  as  follows:  Behind  each  regiment  should  follow  one 
"wsigon  and  one  ambulance;  behind  each  brigade  should  follow  a 
,due  proportion  of  ammunition  wagons,  provision  wagons,  and 
ambulances.  In  case  of  danger,  each  corps  commander  should 
change  this  order  of  march  by  having  his  advance  and  rear  bri- 
'gades  unencumbered  by  wheels.  The  separate  columns  will  start 
habitually  at  7  a.  m. :  and  make  about  fifteen  miles  per  day,  un- 
less otherwise  fixed  in  orders. 

'^(5_  *  *  *  ^g  fQj.  horses,  mules,  wagons,  etc.,  belonging 
to  the  inhabitants,  the  cavalry  and  artillery  may  appropriate  freely 
jand  without  limit — discriminating,  however,  between  the  rich,  who 
lare  usually  hostile,  and  the  poor  and  industrious,  usually  neutral 
and  friendly.  Foraging  parties  may  also  take  mules  and  horses 
to  replace  the  jaded  animals  of  their  trains,  or  to  serve  for  pack 
mules  for  regiments  or  brigades.  In  all  foraging,  of  whatever 
'kind,  the  parties  engaged  will  refrain  from  threatening  or  abusive 
language,  and  may,  where  the  officer  in  command  thinks  proper, 
give  written  certificates  of  the  facts,  but  no  receipts;  and  they 
will  endeavor  to  leave  with  each  family  a  reasonable  portion  for 
their  maintenance. 


BY     LAND. 


175 


ag  :;:  *  *  The  organization  at  oiicc  of  a  good  pioneer 
Ijattalion  for  each  army  corps,  composed,  if  possible,  of  negroes, 
should  be  attended  to.  This  battalion  should  follow  the  advance 
guard,  repair  roads,  and  double  them,  if  possible,  so  that  the  col- 
umns will  not  be  delayed  after  reaching  bad  places.  Also  army 
com]iianders  should  practice  the  habit  of  giVing  the  artillery  and 
wagons  the  road,  marching  their  troops  on  one  side,  and  instruct 
their  troops  to  assist  wagons  at  steep  hills,  or  bad  crossings  of 
streams. 

In  his  interesting  "Memoirs"  the  General  tells  us  that — 
"The  greatest  possible  attention  had  been  given  to  the  artil- 
lery and  wagon  trains.  The"  number  of  guns  had  been  reduced 
to  65,  or  about  one  gun  to  each  thousand  men,  and  these  were 
generally  in  batteries  of  four  guns  each.  Each  gun,  caisson,  and 
forge  was  drawn  by  four  teams  of  horses  (eight  horses).  We 
had  in  all  about  2,500  wagons  with  teams  of  six  mules  each, 
and  600  ambulances  with  two  horses  each.  The  loads  were  made 
■comparatively  light,  about  2,-500  pounds  net;  each  wagon  carry- 
ing in  addition  the  forage  needed  by  its  own  team.  Each  sol- 
dier carried  on  his  person  40  rounds  of  ammunition,  and  in  the 
wagons  were  enough  cartridges  to  make  up  about  200  rounds 
per  man,  and  in  like  manner  200  rounds  of  assorted  ammuni- 
tion were  carried  for  each  gun.  The  wagon  trains  were  divided 
equally  between  the  four  corps,  so  that  each  had  about  800  wag- 
ons, and  these,  usually,  on  the  march  occupied  five  miles  or 
more  of  road.  Each  corps  commander  managed  his  own  trains; 
and  habitually  the  artillery  and  wagons  had  the  raod,  while  the 
men,  with  the  exception  of  the  advance  and  rear  guards,  pur- 


176  TKAXSPOR'JATIO^'     OF     TUOOPS     AND     MATERIEL 

sued  paths  improvised  by  the  side  of  the  wagons,  unless  they 
were  forced  to  use  a  bridge  or  causeway  in  common." 

And  again,  in  regard  to  the  march  from  Savannah  through 
the  Carolinas  to  Goldsboro,  we  have  the  General's  remarks  as 
follows : 

"'Thus  M^as  concluded  one  of  the  longest  and  most  important 
marches?  ever  made  by  an  organized  army  in  a  civilized  country. 
The  distance  from  Savannah  to  (ioldsboro  is  four  hundred  and 
twenty-five  miles,  and  the  route  embraced  five  large  navigable  riv- 
ers— viz.,  the  Edisto,  Broad,  Catawba.  Pedee,  and  Cape  Fear,  at 
either  of  which  a  comparatively  small  force,  well  handled,  should 
iiave  made  the  passage  difficult,  if  not  impossible.  The  country 
generally  was  in  a  state  of  nature,  with  innumerable  swamps,  with 
simply  mud  roads,  nearly  every  mile  of  which  had  to  be  cordu- 
royed. In  our  route  we  had  captured  Columbia,  Cheraw,  and 
Payetteville,  important  cities  and  depots  of  supplies;  had  com- 
pelled the  evacuation  of  Charleston  city  and  harbor;  had  utterly 
liroken  up  all  the  railroads  of  South  Carolina,  and  had  consumed 
a  vast  amount  of  food  and  forage,  essential  to  the  enemy  for  the 
support  of  his  own  armies.  We  had  in  mid- winter  accomplished 
the  whole  journey  of  four  hundred  and  twenty-five  miles  in  fifty 
days,  averaging  ten  miles  per  day,  allowing  ten  lay-days,  and  had 
reached  Goldsboro  with  the  army  in  superb  order,  and  the  train 
almost  as  fresh  as  when  we  had  started  from  Atlanta." 

In  his  report  of  the  great  march  from  Atlanta  to  Savannah, 
General  Easton,  Chief  Quartermaster  of  the  Army  states  that: 
*1Jpon  leaving  Atlanta,  November  15,  1864,  the  army  consisted 
of  four  corps  of  infantry  and  one  cavalry  division,  as  follows: 


BY     LVXP.  177 

"14th  Coi-ps:    15,680  men,  1,-iOS  horses,  4,43G  mules. 
571  wagons,  and   112  ambidances   (38  wagons  to 
1,000  men) ; 
"15th  Corps:     18,000  men,  2,164  horses,  5,736  mules, 
666  wagons,  and  146  ambulances   (36  wagons  to 
1,000  men)  ; 
"17th  Corps:     11,000  men-  2,156  horses,  3,107  mules, 
385   wagons,  and   77   ambulances    (35   wagons   to 
1,000  men) ; 
"20th  Corps:     14,000  men,  1,740  horses,  4,341  mules, 
598  wagons,  105  ambulances  (41  wagons  per  1,000 
men) ; 
"Cavalry  Corps :   5,000  men,  7,000  horses,  1,800  mules, 
and  300  wagons — total,  63,680  men,  14,768  horses 
19,410  mules,  2,520  wagons,  and  440  ambulances. 
"The  following  was  ordered  as  the  allowance  of  transporta- 
tion for  baggage,  etc.,  on  the  march : 

"One  wagon  to  each  regiment;  two  wagons  to  each  brigade 
headquarters;  three  wagons  to  each  division  headquarters;  five 
wagons  to  each  corps  head({uarters ;  one  wagon  to  each  battery 
(there  was  one  battery  to  each  division).  The  balance  of  trans- 
portation was  directed  to  be  distributed  as  follows: 

"Three  wagons  to  each  division  for  hospital  purposes;  one 
wagon  to  every  100  men,  including  artillery,  for  ammunition,  and 
the  remainder,  1,476  wagons,  was  used  in  transporting  forage, 
subsistence,  etc. 

"The  army  started  from  Atlanta  with  four  days'  grain. 

12 


178  TRANSPORT  ATIOJSr     OF     TROOIS     AND     MATERIEL 

"The  subsistence  transported  for  the  whole  army  was  as 
follows : 

'•'Hard  bread,  twenty  (?0)  days'  rations;  salt  meat,  five  (5) 
da}-3'  rations;  sugar  and  coffee,  thirty  (30)  days'  rations;  soap, 
rice,  candles,  five  (5)  days'  rations;  salt,  eighty  (80)  days' 
rations. 

"The  army  started  from  Atlanta  with  5,476  head  of  beef 
cattle  in  addition  to  the  above.  The  army  marched  by  corps, 
and  on  roads  as  near  parallel  to  each  other  as  could  be  found. 
Each  corps  had  its  own  pontoon  train,  and  each  division  its  own 
pioneer  force,  and  with  these  organizations  streams  were  crossed, 
roads  repaired  and  sometimes  made,  without  retarding  the  move- 
ments of  the  troops.  The  management  of  the  trains  differed  some- 
what in  each  corps,  but  I  think  the  best  arrangement  was  where 
the  train  of  the  corps  followed  immediately  after  its  troops,  with 
a  strong  rear  guard  in  the  following  order : 

"1st.     Corps  headquarters  baggage  wagons; 
"2d.     Division  headquarters  baggage  wagons; 
"3d.     Brigade  headquarters  baggage  wagons; 
"4th.     Regimental  headquarters  baggage  wagons; 
"5th.     Empty  wagons  to  be  loaded  with  forage   and 
other  supplies  taken  from  the  country  with  the 
proper  details  for  loading  them; 
"6th.     Ammunition  train; 
"7th.     Ambulance  train. 
"8th.     General  supply  train. 
"As  the  empty  wagons  reached  farm  houses  and  other  points 
"where  supplies  could  be  obtained,  a  sufficient  number  were  turned 


IJY     L.VXD.  179 

out  of  the  road  to  take  all  at  the  designated  point,  and  so  on 
through  the  da}-,  until  the  empty  wagons  were  loaded,  making  it 
a  rule  to  take  the  first  supplies  come  to,  and  to  leave  none  on  the 
road  until  all  the  wagons  were  loaded.  The  empty  wagons  could 
he  loaded  by  the  time  the  rear  of  the  general  supply  train  came 
up  to  them,  and  they  would  fall  into  their  proper  place  in  the 
rear  of  the  division  trains,  if  in  time,  or  in  the  rear  of  the  general 
supply  train,  without  retarding  the  march.  This  arrangement 
worked  well,  and  is  probably  as  good  as  any  that  could  be  made 
for  procuring  supplies.  As  a  general  thing,  the  wagons  were  re- 
quired to  go  but  a  sliort  distance  from  the  line  of  march  to  obtain 
supplies,  there  being  sufficient  near  by." 

It  is  obvious  to  the  most  casual  observer  that  the  real  neces- 
sities in  furnishing  an  effective  transport  seawice  and  providing 
for  the  greatest  possible  mobility,  are  that  there  must  be  a  rela- 
tive adjustment  between  the  equipage  and  stores  and  supplies  to 
be  provided,  and  the  amount  of  transport  to  be  furnished. 

It  must  be  apparent  that  the  character  of  the  campaign,  the 
season  of  the  year,  the  ends  to  be  attained,  and  the  nature  of  the 
country  to  be  traversed  will  impose  limitations  as  to  the  baggage, 
fequipage,  and  supplies  to  be  carried,  and  will  thus  afford  a  basis 
upon  which  the  commanding  general  can  figure  the  amount  of 
transport  required  to  accompany  the  army. 

If  the  troops  are  to  travel  lightly  equipped  through  a  rich 
country  where  supplies  are  readily  obtainable,  the  effectiveness  of 
the  transport  will  be  greatly  increased ;  in  many  campaigns  it  will 
be  found,  hovv'ever,  that  a  great  proportion  of  the  transport  ani- 
mals will  be  engaged  in  the  carriage  of  their  own  food.    When  it 


180  TRAXSPOll'L'ATlON     OF     TKOOl'S     AND     MATERIEL 

is  remembered  that  a  four-mule  wagon  can  transport  through  a 
country  destitute  of  forage  onl}^  full  forage  for  its  own  team  and 
rations  for  the  driver  for  froin  twenty  to  thirty  days,  the  limita- 
lions  of  animal  transport  can  at  a  glance  be  appreciated. 

It  is  'therefore  of  the  first  importance  that  all  considerations 
be  carefully  weighed  in  the. outset,  and  that  stringent  regulations 
limit  the  amount  of  baggage,  C(]uipage,  and  supplies  to  be  taken 
by  the  troops  to-  tliose  that  will  actually  be  required. 

In  the  beginning  of  the  Civil  War  the  wagon  trains  so  ham- 
pered the  Army  that  it  was  difficult  for  it  to  move.  Quantities 
of  baggage  and  impedimenta  and  numerous  camp-followers  en- 
cumbered the  traius.  A  general  order  upon  the  subject  was  found 
necessary.  Experience  soon  disclosed  the  true  requirements  for 
active  service;  baggage  was  dispensed  with;  unnecessary  impedi- 
menta left  behind,  heavy  tentage  soon  feU  into  disuse,  and  in  the 
later  campaigns  the  shelter  tent  served  for  officers  and  men 
alike. 

In  the  beginning  of  the  war  with  Spain  the  allotment  was 
twenty-seven  wagons  to  each  regiment  of  infantry.  In  the  be- 
ginning of  the  Civil  War  the  allotment  was  thirteen  wagons  ta 
each  regiment  of  infantry.  In  the  Final  campaigns  both  of  the 
Western  Army  and  the  Army  of  the  Potomac  the  allotment  for 
baggage  was  one  wagon  to  each  regiment,  although  the  total 
number  of  wagons  assigned  to  serve  1,000  men  was  not  greatly 
reduced  below  the  number  required  in  the  early  campaigns. 

Napoleon's  maximum  allotment  of  wheel  transport  was  lim- 
ited to  twelve  wagons  for  each  1,000  men.  With  this  number 
of  wagons  he  calculated  on  carrying  supplies  sufficie'nt  to  last 


la'     L.V.N  J).  181 

for  thirty  days^  counting,  however,  that  each  soldier  carried 
eight  days'  rations  on  his  back.  When  it  is  considered  that  the 
great  master  of  the  Art  of  War  relied  solely  npon  his  wheel 
transport  and  the  supplies  of  the  countr}',  and  was  without  rail 
communications,  or,  as  a  rule,  a  geueral  supply  train,  the  limi- 
tations placed  upon  the  requirements  of  his  troops  can  readily 
be  understood. 

No  nation  in  the  world  maintains  in  tijnes  of  peace  anything 
like  the  full  complement  of  transport  required  for  the  conduct 
of  a  war  of  magnitude,  or  even  to  provide  for  the  complete  mobili- 
i-ation  of  the  forces  from  time  to  time  assembled.  Most  Conti- 
nental powers  provide  by  law  for  procuring  the  necessary  amount 
by  requisition. 

It  is  the  policy  of  our  Government  to  maintain  a  small  stand- 
ing Army,  and  to  rely  upon  volunteer  troops  for  the  bullv  of  the 
forces  to  be  used  in  time  of  war. 

This  gives  rise  to  the  necessity  for  an  exceptionally  elastic 
system  of  supply  and  transport  capable  of  accommodating  itself 
to  a  sudden  increase  in  the  Army.  The  transport,  whether  by 
water,  rail,  or  land,  will  be  vastly  expanded  by  purchase,  charter, 
hire,  or  service  agreement,  to  meet  the  new  conditions.  And  in 
that  event  it  will  be  necessary  that  the  exieting  peace  organization 
and  methods  be  so  extended  as  to  control  and  operate  the  added 
transportation  service  with  as  little  embarrassment  as  possible. 

At  present  the  actual  handling  of  all  classes  of  military  as 
well  as  all  auxiliary  transport  is  in  the  hands  of  civilians  under 
greater  or  less  control  of  the  military  authorities;  from  the  army 


182  TRANSPORTATION     OF     TROOPS     AND     MATERIEL 

wagon  train,  in  which  the  Government  owns  all  means  and  mate- 
riel and  merely  hires  the  man  to  drive  the  team,  to  the  railroad 
or  steamship  company,  where  the  control  of  the  Grovemment  is 
limited  to  designating  the  manne/r  in  which  its  business  shall  be 
handled  and  the  route  it  shall  travel. 

In  time  of  war  it  is  not  likely  that  these  methods  will,  to 
any  great  degree,  be  departed  from,  but  the  necessity  for  effective 

organization  must  be  apparent  to  all. 

As  an  illustration  of  the  magnitude  of  the  number  of  animals 
required  for  the  operations  of  a  vast  army,  it  is  interesting  to  note 
that  during  the  first  year  of  the  Civil  War  there  were  purchased 
for  all  purposes  109,789  horses  and  83,620  mules,  exclusive  of 
those  bought  in  the  field  under  emergency,  or  acquired  by  capture, 
which  would  probably  swell  the  total  to  an  aggregate  of  a  quarter 
of  a  million  animals  or  more. 

During  the  second  year  197,457  horses  and  11,068  mules 
were  purchased  in  like  manner. 

After  every  battle  or  considerable  march,  large  numbers  of 
animals  Avere  turned  in  to  depots  disabled.  These  had  to  be  re- 
placed from  depots;  many  of  those  turned  in  died,  and  those 
recuperated,  together  with  others  purchased,  formed  the  supply 
for  further  issues  in  the  same  inanner. 

To  provide  for  such  an  expansion  and  produce  the  best  re- 
sults, it  is  necessary  that  the  peace  organization  be  along  such 
lines  of  proven  efficiency  as  will  assure  a  nucleus  upon  which 
dependence  may  be  placed ;  a  unit  available  in  any  class  of  work ; 
an  organization  capable  of  moving  coherently  as  a  whole,  with 


BY     LAND.  1S3 

liniformity  in  detached  units,  and  of  operating  under  every  cir- 
cumstance with  all  possible  precision. 

Upon  the  ability  of  its  officers  to  bring  about  such  conditions 
will  depend  the  welfare  and  success  of  an  army,  and  methodical 
organization  and  systematic  forethought  alone  can  be  relied  upon 
to  produce  results  so  much  to  be  desired. 


UNIVERSITY  OF  CALIFORNIA  AT  LOS  ANGELES 

THE  UNIVERSITY  LIBRARY 
This  book  is  DUE  on  the  last  date  stamped  below 


ti8V:'£<J-«llfi3 


1988 


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